Coyote,
Have you ever done an airtest to adjust Autorotative RPM on a helicopter? Does your company routinely do such checks? Do you understand how and why those checks are done? Do you accept an aircraft properly rigged cannot achieve rotor shedding RPM in autorotation? Do you adjust your settings for the conditions you actually fly in?
Now assuming one is flying a properly rigged aircraft....one can accept the fact that actual autorotative RPM will vary depending upon various factors such as aircraft weight, airspeed, density altitude for example thus one needs to monitor the Actual Rotor RPM and control it by means of collective (primarily) and airspeed or acceleration or deceleration (loading) but only relatively minor variations should occur. (Remembering the aircraft is properly rigged.....you do fly properly rigged aircraft do you not?) The Rotor RPM might exceed one of the limits but not by much.....nothing a small touch of collective won't cure.
In an actual emergency, I suggest priority goes to aircraft control, hitting the desired safe landing area, and worrying about exceedances becomes secondary. There are buffers built into every limitation. Rotors do not automatically and instantly shed themselves if you exceed the normal limitations limit.
As having insufficient Rotor RPM is a sure killer......proven over and over again through the ages of helicopter flying....we should ensure we get to the bottom with as much RPM as we can muster. That can be done by a simple maneuver called "flaring" done at the very bottom. That connotes flying the machine in such a manner as to have airspeed and collective position to trade for increased Rotor RPM. Again, any exceedance is going to transient as landing shall require the raising of the collective to slow the ROD and ground speed.
As to Rate of Descent (ROD) you worry about.....sheer collective position alone will not produce a ROD that is problemattical....only when you include certain airspeeds, turns, pitching movements, might that happen. You remember the Blue line on the Bell 206 series for example?
Somewhere in this discussion I failed to mention the Golden Rule of Helicopter Flying...."THINK!". I see your expressed worries as falling short on that. You suppose we advocates of having lots of Rotor RPM as ignoring a long list of factors and experience when we express our views.
When things happen fast as they can in helicopter flying...."Thinking" sometimes becomes more reacting than reasoning....and if one is predisposed to remembering to have lots of Rotor RPM rather than worrying about whether it is at a certain RPM...odds are....you will be able to lean on a Bar somewhere and regale your compadres with a harrowing account starting off with "There I was with nothing on the clock but the makers name....and the Donk died.....".
You are quite right when you pose a concern about exceeding published Limitations willy nilly....but let's add in all the factors that preclude your imagined imitation of a failed collection of Boomerangs caused by an grossly overspeeding Rotor system.