I think crab@SAAvn got it right there : )
The manuals are more or less written by lawyerīs and itīs easiest for the manufacturer to use the "Take off power" reference in the manual so that when you come in for landing and run out of power, altitude and ideas all at once then they can say that you were only supposed to calculate on maximum continious power for the landing!
At least itīs a good argument in court and they need to protect themselves in overly litigious US of A..
But in real life of course the engine really doesnīt care if itīs taking off or landing when you use the 5 min rating.
And somebody mentioned that the manual includes hover tables calculated on "Take-off power" and heīs right, not likely that you are really just using that power for take off when hovering out of ground effect at 6.000' !
Nickīs bean counting system is pretty good, but for those asking about how many beans are there in the jar in the first place, then itīs not that simple really, because itīs a variable depending on the conditions the engine is operated in.
An engine operated in cold climate free of dust and salt & always started with GPU and always treated right are going to have more beans in the jar than an engine that started out life in the Sahara desert! Even if both were always operated well within any limits!
And those with ideas about some kind of health monitoring system for engine and/or gearbox.. please spare me.. the costs would be prohibitive for small helicopters and Iīm in bad enough mood as it is after reading the latest AD issued on my engine
In regard to the discussion about RIN. On the 206 you have to figure one RIN for take-off, another for landing when throttling down to idle. So one trip with takeoff and landing is 2 RINīs. Also one sling cycle is one RIN.
John Eacott..
Gotta love that cycle system for the LTS 101 add to it sling work and then it gets really complicated
edited to add RIN talk!