Originally Posted by
212man
But I guess THM's comment:
Was that it implies active TOT management, when in fact it is only Ng that is actively limited. I can recall doing topping checks in a 212 once, where I could not hit the Ng stop before reaching ITT limits. I stopped trying at 10,000 ft!
It makes sense that NG is limited especially with the history of the PT discs on the LTS101… it just begs the question, what kind of TOT can you hope to get at XXX density altitude should it be a worst case scenerio OEI? Single engine performance in these older twins has always been “the first engine is the owners, the second engine is yours” but if the second engine won’t let you over temp it to get out of a bad situation then I believe the OEI performance charts (torque available charts?) should be much more robust in the RFM.