I suspect that you might have misinterpreted my previous post. The B200 Kingair is not a FAR25 aeroplane. Therefore you cannot think about it in those terms. The incident to which I referred in my previous post occurred because, it is alleged, that the pilot used a reduced thrust take-off technique for noise abatement purposes. It is generally assumed that he believed that there was sufficient runway length for that and, indeed, that was probably true... if and only IF nothing went wrong during the take-off.
Well, something went horribly wrong.
It is never a good idea to consider reduced thrust in any aeroplane of that class. There is nothing to be gained by it as the noise footprint is far less, even at max take-off thrust, than the average jet. This, of course, is simply my own opinion, but I feel sure it is a widely held opinion.
There ARE performance limitations but, for take-off, they mostly resolve into the clash between torque and temperature (ITT). At least, that's the case in my experience. We have SOPs that say that, if we have 1000 metres of runway up to about 1,000 feet elevation, we can go at MTOW and still meet balanced field length considerations.
I operate in the tropics where the average temperature is between ISA +15 and ISA +20, so an elevation of 1,000 feet can produce a density altitude of around 2,500 feet. I operate into aerodromes up to 5500 feet AMSL (some operators take B200s in and out of airstrips at much elevations) but we have SOPs to deal with the reduced take-off weight.
The performance limitations based on runway length and associated environmental conditions are related to take-off weight. These charts always assume that you will use the ITT and torque associated with the conditions. To that extent, yes, there is an argument concerning reduced take-off thrust, but I think you need to read the Manual to understand it.
The B200 is not a Boeing. I can do no more than to strongly recommend that you study the Manual, believe it, but add a fudge factor to ensure that you can enjoy a beer at the Aero Club after each flight.
It is a great aeroplane and a very forgiving one, but it DOES have its limitations, just like every other aeroplane. If you follow all the good advice that has been offerred so far in this thread, by all those who have replied, you'll enjoy flying the aeroplane. Just, please, please, please, consider it as more of a GA type aeroplane than a Boeing.
In fact, if you forget all about the Boeing, you might be better off. That way, you can explore its' performance gently, in a more controlled and professional manner, and find out for yourself what it will do for you when the chips are down.
The post by my good mate compressor stall is spot-on, so I recommend that you take a copy of it for reference in your training.