Well, that is a new one, Crab does not know a flying technique.
I didn't say I didn't know it, I've used it and the techniques you described in PFLs for many years in many different helicopters.
'Get close - stay close' is the best mantra for a forced landing.
The effectiveness of the flare on entry depends on your cruise speed - from 100 kts you will get a decent benefit but not as much as at 140 kts and in the real case you will use a lot of that flare effect just to recover the Nr which will start to decay immediately the donkey quits.
If your cruise speed is high and you react quickly you could well get a climb or at least delay the descent with flare but don't base your expectations on practising it without a throttle chop or a delay in taking recovery action, that is false hope.
Co-ordinating the entry to auto is a well used term but it is a variable feast depending on conditions - fast cruise, lead more with cyclic, slow speed or hover, lead with lever (quickly).
We used to demonstrate Nr decay to our QHI students from 1000' downwind in the circuit - chop the throttle and do nothing until the Nr was approaching the bottom limit. Then show how a flare and turn (loading the disc) spins up the Nr again and complete a 180 to the EOL.