To protect the engine and transmission

To protect the engine and transmission

To prevent excess coning angle and over pitching

To protect the structural limitations of the blades and rotor hub

Inertia not available, so will fall rather than glide

to avoid retreating blade stall

To prevent the horizontal stabiliser from exerting an excessive output force on tail boom

For aircraft controllability

For aircraft controllability

For successful takeoff, excessive weights will reduce performance

To prevent structural damage, limitation and or reduced performance

To prevent adverse handling characteristics at weights below minimum, the rate of descent in auto rotation may be sufficient to maintain a safe rotor rpm

To prevent structural damage and maintain controllability of the aircraft

418.889

Horizontal distance from the Datum

Aircraft all up weight (aircraft gross weight)

Critical relative (to the aircraft) wind Azimuth area - 050 to 210 degrees

An imaginary plane from which all arms are measured from

fuselage Station ; distance between Datum and weight

More pronounced in still air , strong wind equals no ground effect

Hot, humid, heavy, and high conditions. (high temperature, high humidity, high weight, high altitude). Hella, hard to fly in hot humid, heavy and high conditions.

maximum takeoff weight , the weight of the aircraft for takeoff

Arm X weight (weight multiplied by the horizon distance from the datum)

operating weight is empty weight + oil + operating crew + additional removable equipment required for the operation

Aircraft weight with fixed equipment for its operations (cargo hook,ect) as well as all unusable fuel and undrainable fuel

Weight of the helicopter as configure for the flight, without fuel.

Velocity never exceed

Engine speed limitations (engine, and rotor. RPM as synchronised, so an increase in RRPM will increase ERPM. ERPM limits are usually exceeded before rotor limits and blade tip speed limitations. (compressibility.)

Coning angle increases, and total rotor thrust is reduced as RRPM decays. The rotor will proceed to stall, and the disc can blow back and sever the tail boom.

structural limitations of the road head and blades due to excessive centrifugal loads.

less available energy in the rotor system to reduce rate of descent. (I think of having low RPM after flaring in an autorotation. after levelling off, your rpm was low. You might not have enough energy in the rotor to cushion the landing effectively).

Retraining blades stole, and compressibility

keeps horizontal stabiliser from un-stalling. (designed to stall in auto.) which would cause an upward face on the tail boom the result would be the nose pitching down more and loss of RRPM.

Controllability issue . Excessive parasite drug.

Controllability issue . Induces weather, caul Induces weathercocking, and can lead to exhaust gases been drawn into the cabin.