T-58 Topping
SAS, you are correct.
Remember, the technology utilized in this generation* of GE turboshaft engines is designed so that one is setting up the engine to limit itself to a given T5, by means of setting an adjustment on the mechanical Ng flywheel governor limiter.
This hydro-mechanical control incorporated sensors for both altitude and temperature, and these acted thru levers to adjust fuel flow, but there was a finite range within which an Ng limiter setting would ensure that the resultant Ng value would then result in the T5 limit.
* the USN version of the T-58 which has an analog electrical control superimposed on the hydro- mechanical control ( was called PMS, for Power Management System ), actually controlled engine limiting by measuring and limiting to, rated T5. I forget the dash number of this T-58, but I certainly recall that the reliability of this, GE's first shot at electronic engine control, was such that the USN insisted on installing a PMS OFF switch on the cyclic. Can't blame the USN aviators: 50% of their flying was at night, max altitude 150 ft, multiple approaches to sonar dip points, time spent in an IFR hover etc etc., an environment wherein any uncommanded shenanigans by the engines is really unneeded.