How do helicopters turn using rotor?
Airplanes do not use their rudder to turn; they do it by banking into the direction of the desired turn, then the wings "lift" the plane in that direction.  The rudder is only used to maintain lateral trim, so that the airflow doesn't impinge on the side of the fuselage and drag is minimized.  To initiate a turn, the pilot uses the stick or yoke to actuate the ailerons on the wingtips, causing the wing on the inside radius of the turn to go down and the wing on the outside radius of the turn to go up.  A slight back-pressure of the stick or yoke raises the nose, causing a "climb" to be initiated, but since the plane is banked toward the center of a circle, the "climb" doesn't cause a change in altitude, instead it causes the plane to fly a circular path.  Small, simultaneous changes in engine power and rudder deflection are needed in order to maintain proper trim and constant altitude in what is called a "coordinated turn".

Helicopters turn in a manner analogous to that of an airplane.  In forward flight, the cyclic stick (between the pilot's legs) is pushed slightly in the direction of the desired turn, causing the rotor disc to tilt, just as the wings of an airplane are tilted in a banked turn.  The collective lever and throttle (at the pilot's left side) are adjusted as needed to maintain altitude and the rudder pedals are adjusted to maintain a coordinated turn.  Since the fuselage of a helicopter is suspended from the rotor hub like a pendulum, as the helicopter enters the turn, the fuselage tends to be flung outward, so it banks, just like the fuselage of the airplane that is rigidly connected to its wings.  (In a hover, with no forward airspeed, a helicopter can turn in any direction with the rudder pedals alone, something an airplane cannot do.  In this special case the fuselage remains level.)

To change altitude, it is necessary to add power to climb or reduce power to descend.  This is true of any heavier-than-air aircraft, as, for a constant velocity, increasing altitude implies increasing potential energy and decreasing altitude implies reducing potential energy.  In helicopters in forward flight, a climb is accomplished by first pulling back slightly on the cyclic stick to raise the nose and establish a climb attitude, then raising the collective lever and twisting the throttle grip on the collective lever to maintain constant rotor speed.  As the collective is raised, the pitch of the main rotor blades increases, giving them more "bite" on the air and, therefore, more lift.  A skilled helicopter pilot will perform these actions in a coordinated manner, such that everything appears to happen simultaneously.  In the special case of a hover, a helicopter can climb and descend with the rotor disk in a constant horizontal attitude.  As described above, the collective lever is raised and power is increased with the throttle to put more energy into the system, raising the aircraft; to descend the collective lever is lowered and power is decreased with the throttle.  Directional control in a hover is maintained entirely with the pedals; if the helicopter is the most common type with an anti-torque tail rotor, moving the rudder pedals requires the throttle to be increased or decreased slightly to compensate for the varying power consumed by the tail rotor and to maintain constant altitude.

(If this sounds complicated to you, you're right.  Rotary wing flight is considerably more difficult than fixed wing flight, and it took decades longer to perfect helicopters after fixed wing aircraft had taken to the skies.)