don't change the power but move the cyclic very slightly forward. You will start to descend as you have tilted the lift vector, then as the speed starts to increase you get inflow roll (transverse flow) which makes the aircraft roll towards the advancing side - correct that with lateral cyclic and you will next feel the vibration of ETL as the rotor passes through the roll-up vortices of the downwash - then the nose pitches up and the aircraft climbs as the rotor experiences cleaner air.
Thanks for the clarity of the sequence, just realized that the nose pitch up is also induced by the aircraft as well as the by the pilot.
raising the collective increases that vector and slows you down as well as reducing your RoD. As you have probably discovered, if you get it right, you can hold the same decelerative attitude all the way from the top of descent to just before the hover and control the angle of descent with lever
yes! --- of course the key really is to stick with a high rate of small collective corrections, falling below the slope = overcorrecting on the collective = losing more speed than anticipated = nosing forward again = everything getting sloppy --> very easy to get that way on shifty windy days
best is to manage to couple collective movement with longitudinal cyclic twick, not there yet.