Just some finicky clarifications by my side 😉
thereby changing the direction of the rotors lift vector to provide both a vertical lift and a horizontal thrust component
Technically speaking helicopter rotors generate only a thrust which, as you correctly wrote, is tilted according to the manoeuvre which has to be flown.
This imbalance in lift results in the rotor disk tilting 90° out of phase with the cyclically feathered blades
The 90° is the delay between disk tilting and the feathering that causes it. The value in ° of this delay depends mainly on the distance of the flapping hinge from the rotor hub: for a teethering rotor the hinge is exactly by the rotor hub and the delay is 90°; for other rotor constructions the delay is smaller.
due to gyroscopic precession
Albeit similar, the delay is caused by the fact that the feathering of the blade is in resonance with the flapping movement: so you don't have to think about someone pushing the border of a spinning top rather to someone pushing a swing.
To prevent continued tilting of the rotor disc, once the disc reaches the same attitude as the swash plate, the blades are no longer cyclically feathered, and the rotor continues to hold this attitude.
Blades reach the attitude commanded by the swashplate (and in turn by the pilot) after <90° (i.e. ¼ of rotation, some 0.04s for a standard EMS helicopter) and they stay in that attitude as long as the pilot keep pushing on the commands. This is just like any other steering system: you rotate the steering wheel to the right and the car turns right. And just because it enters in a right curve doesn't mean that it stops turning: it just keeps on turning unless you don't rotate the steering wheel back in its central position.
The rotor is not capable of exceeding the limits of swash plate during flight operations
Not clear what you mean here.
semi rigid rotor designs are capable of striking the mast head during operation if an excess of rotor attitude from the horizontal is achieved.
I suppose you mean the must bumping problem. This is true for teetering rotors and it is due to the limited mechanical space between rotor head, blade roots and mast: at low or negative g manoeuvres the rotor head might tilt so much that it clashes against the mast. Something similar might happen also to non-teetering rotors but only at high negative g and actually with catastrophic outcome: in this case the blades are flapping downward so much that they can hit and cut through the tailboom.