My recommendations are general in nature. You're talking specifics and I've never flown a Robbie, so can't put myself in that seat, h/v or emergency.
Like an airplane, a good approach starts long before lining up and power reduction. You've asked about a "normal" approach, so I'll tell you how I want it to go, from the terminating hover back up to where the start, assume the old 10 degree normal approach.
1. I want to "coast" from no lower than 15-20 feet AGL to a stationary hover at 3 feet. The fewer and smaller control changes (in a perfect situation), the better I've controlled speed and power to this point.
The aim point will move markedly on the bubble.
2. THe segment from 300 ft AGL to the above has larger, but still small adjustments. Entered from 300 and 60 or 70 knots with a power reduction and decel pitch up. The initiation of descent is the most marked change. The decel pitch up will increase gradually until I hit the bottom of the "power bucket." It's been a long time since I used the correct term for starting up the region of reversed command, power-wise. Until that pont primary angle control is pitch, after that it's power. Remember you're aiming at 20 feet stabilised and coasting to the hover...
Initially, the aim point is startionary but moves down the bubble slowly towards the end.
This segment should also be stable- but you have to be able to anticipate the initial power setting and adapt early for existing winds. My calculator says initial descent at 70 knots is 1160 fpm for angle, at 60 it's 1000 fpm, slowing as you decel, maintaining angle.
To be honest, I think I shallow initially and settle onto angle as I slow, and rarely hit that. Hard to say because I usually do a turning approach wit a 90 deg turn onto final, if not a constant arc all the way down from cruise.
3. Hardest way to get to 300 AGL and 60/70 knots, straight in from cruise. Very hard to adjust and anticipate the wind spot on, but to do the approach you have to be exact. The transition from cruise or high recon is adapted as necesary to get to this point.
As I said, I prefer a constant turn in the approach. Transitioning from a 90 kt high recon or 120 cruise is easier that way- you load up by turning harder to slow down more quickly and shallow out as you get speed under control. Usually a straight line in is not favorable to forced landings so I'm adapting for survival. It's harder to teach but easier to fly.