Cardinal is right. Scary, yes...
I am getting some time before going to the formal training, only flying with a line pilot due to insurance. Don't have access to good manuals or training materials and the other guy is not clear on the questions above. In particular, the auto feather check has been explained to me three different ways, and did not seem to be effective. This makes sense though, thanks a lot.
Of course I have the limitations on the airplane; my question, if I was not clear enough, is what limits do the operators use. The ITT limit for start is 1090 for example, but I would use 1000 myself. I am Dart trained, and "milked" the HP cock to keep temps under the limit when the battery was weak, but it was a lot easier to do than with a gated Condition Lever, hence my question. The shut down is shown with the props in feather both before and after the condition levers are pulled back, depending on the source of the document (the POH shows before) and I would like to know the reasoning. The procedure for checking the battery involves turning the master switch off momentarily and checking the subsequent charge rates, a procedure that seems unnecessarily complex. There must be a simpler way? So if anyone who has experience on the airplane can give me practical advice, especially stuff that will help me get through the sim check, I would appreciate it. Keep the criticism coming though, I enjoy it. In the US I enjoy being able to just hop in a new airplane and fly it. The first time I see some airplanes is when I am training someone else, and even if I say so myself, I am pretty good at it. 14,000 hours jet and 7,000 hours turbine must count for something...