Situation where physical stop is first reaches:
- 700 ITT (limit is 750)
- 2100 ft lbs (limit is 2230)
- 99.7 N1 (limit is 101.5)
- 9500', -3 OAT
These figures are great but leave alot to the imagination. Were you c/o a egr to check the margins to start with?
If so you would have had chart figures to compare them to ie
-max ITT 705
TX-2130 etc etc
what aircraft are the engines in? that would say more.
also at minus 3 (pressumably on the gnd) the max power stop should be rolled over to make the fcu unable to reach 99% N1 on the gnd to prevent an overspeed should be limited to 97% it the engine can make target power with this on the gnd then with ram air it is "assured" book quote to make 100% in flight.
so once again the purpose of the run is important to make the correct statement.
In the King air B200 I know that the inertial ice vanes when lowered (if lowered) would also degrade the engine performance) during power assurance check).
as to the earlier statement of a bleed alve bieng open or closed partially you would have flame balls popping out the exhaust (a truely amazing sight) and freaky for the first timers.