keep it within limits for training at least
It worries me when, after all this wisdom, a thought like this now exists in a fresh pilots mind. That thought is very close to "as soon as something abnormal happens, then all bets and limits are off".
That is exactly why I have never liked this "You can never have too much RRPM in auto" mantra... "don't think about anything else, just make sure your RRPM is high" etc.
In my opinion it teaches a single focus and a lack of understanding of the whole equation, and poor RRPM management. RRPM management is the key when power is lost. Those limits are there for very good aerodynamic and structural reasons, do not ignore them.
The ultimate rotor overspeed limit is when it fails. SASLess, can you tell me exactly at what point the rotor system will let go in an overspeed, so I know just how much overspeed at the bottom of an auto I can accept and get away with? Do I now have 2 sets of limits to abide by, the published ones, and the emergency "anything goes" ones?
Don't forget that ROD is a consideration in autorotation, it is usually this that kills people when the ground arrives. Having unnecessarily high RRPM also means an unnecessarily high ROD which also must be arrested. More RRPM at the bottom to deal with my higher ROD that I must now lose before touchdown.
I acknowledge that this whole argument is geared around "you are less likely to die with high RRPM than low RRPM" in that poor RRPM management usually leads to it being low and the resulting high ROD from that is not escapable.
But surely training is when we learn how to do it right, so that when the real emergency comes we do it absolutely right, and not a whole new way because all bets are off.