That's an interesting analysis. You believe that if the engine blows that you are better off being in mid-ground-roll than in the hover. I guess that a straightforward engine fail would be fairly gentlemanly in either situation but what if the turbine goes pop and the debris takes out some other vitals? Just maybe you would be better off in the hover.
Of course the strategy of using a rolling take off has a lot to do with minimising power used. Some folk out there believe that this is a smart move if you are fitted with C30s because it puts the engine(s) under less stress therefore you wont suffer any nasty turbine 'events'. The problem with that, especially when you are flying EMS is that you are very likley to find your next armful of collective is required going into a 'primary' site and you will be high and slow and needing every bit of HOGE you can get. This is not the time or place to discover that one of your donkeys has a duff turbine.
IMHO you are better off giving the engines plenty of welly before you leave (all other things being equal - FOD/SNOW/DUST etc). Power check it in the hover, look at the TOTs and the N1s and do that every flight. You should then get a feel for when the trend is beginning to indicate a problem. Not easy when the machine is one of a large fleet (that's when your trend checks and PA checks help) but if you fly just one machine regularly you should be able to pick up anything odd.
This is one case where looking after the machinery doesn't pay. You need to know that you can get all the power you need BEFORE you go anywhere lest the first time you need it you find it aint there.
Your thoughts are welcome - I think this is a serious issue.
G
