the aerofoil on a Tiger Moth has an MCRIT, but it's of absolutely no concern to anybody
except that the designer will have selected his chosen aerofoil section based on many criteria - one of which will be Mcrit - so it is of concern to him. The manufacturer will present the finished aircraft for certification which will, of course include the production of figures such as VNe ( definitely related to Mcrit) so both of those parties are interested. In the same breath, the pilot will be presented with limits not to exceed and he will be able to ensure he doesn't reach Mcrit by keeping within the flight envelope.
Contrast that with coning angle - the designer will select his rotor design, size, shape, aerofoil section or sections based on a host of criteria which won't include the ultimate coning angle - the rotor will be tested in a wind tunnel without worrying about coning angle and the manufacturers test pilots will fly a fully instrumented aircraft which won't have a coning angle gauge. The certification process won't include testing or measurement of coning angle and when the pilot flys the aircraft he isn't able to measure coning angle or prevent himself exceeding a mythical coning angle.
megan I guess it would be interesting to some of the pilots who not knowing this have crashed ?
how?
BTW have you considered that many modern rotor systems have different aerofoil sections along the blade - with different CLmax for each section which will, of course mean that stall not only occurs at different points on the radius of the blade but also at different AoA depending on the section. How do you factor in high lift element such as a BERP tip?