I fly a 135 T2+ which is normally flown at its 2910 MAUW at T/O. It's quite happy to sit there IGE hover without hitting the amber range. Also amber starts at 9 FLI as aposed to 9.5 FLI on the T2. Haven't flown with P&W's so don't really have a comparison!

I have flown the P2, the T2 an T2+, obviously the t2+ has the best power margins throughout the weight range, no difference really between the P2 and T2 with regard to oei operations and operting close to MAUW, the difference only comes when you need to have cat a capability, nicer to be in a T2+!!

RVDT

Our training department teaches us that you can not go from stop to flight on the 135 T2 if you have a Glass cockpit or CPDS because the FLM says you can only engage the CPDS with the engines on idle.

news to me, i think you can, you must select your inverter on before starting the engine though, is this what you mean?

Brilliant,

CPDS? The CPDS will be on from the moment you turn on the BAT switch.

CPDS is the three telly's in the middle.

MEGHAS is the other 2, 3 or 4 depending on configuration.

Haven't noticed that limitation in the Supplement for MEGHAS, but then again I don't have a cause to use the procedure.

Just heard this PA EC135 was put in the air with only one engine at the fly gate.

In the old days, with a EC135T1 and electromechanical instruments, you could select both engines to flight straight away, and as soon as practical go and fly.

On the EFIS /CPDS machines, the pilots flying display (PFD) and nav. display (ND) must be up and running before flight is selected on the engine select switches. It only takes a few seconds and does not present any real delay to the flight.