DIM BRT ITT 50 $^{TORO}$0 TORO TEMP °C  10 40 38 ITT FF OIL PRESS 50 PROP N1 0.0 0.0 0 0 0 0 3 4 KBEC 0.2NM 20:46 ELD  0.2NM – : – – – : – – MCB  516NM – : – – – : – – KMIA  1196NM – : – – – : – – – – – – LB ––.–6M  ABOVE ISA +16 °C SAT 28 °C TAS 4 HDG 225 GS 0 < FMS DTK 135 ELD TTG  – – : – –  344NM TERR RDR > > TFC > TCAS OFF TERRAIN 300 E 12 15 S 127 ITT 50 TORO 0 TORO TEMP °C  10 40 38 ITT FF OIL PRESS 50 PROP N1 0.0 0.0 0 0 0 0 3 4 KBEC 0.2NM 20:46 ELD 0.2NM – : – –  – : – – MCB 516NM – : – –  KMIA 1196NM – : – –  – : – – – – – – LB  ––.–6M ABOVE HDG 225 < FMS DTK 135 ELD TTG  – – : – –  344NM TERR RDR > > TFC > TCAS OFF TERRAIN 300 E 12 15 S 127 Figure 14-7.  Engine instruments—split shaft/free turbine engine. speed at which this occurs. The AOA varies with the pitch  angle of the propeller.  So called “flat pitch” is the blade position offering minimum  resistance to rotation and no net thrust for moving the  airplane. Forward pitch produces forward thrust—higher  pitch angles being required at higher airplane speeds. The “feathered” position is the highest pitch angle obtainable.  [Figure 14-8]  The feathered position produces no forward  thrust. The propeller is generally placed in feather only in  case of in-flight engine failure to minimize drag and prevent  the air from using the propeller as a turbine. Figure 14-6.  Powerplant controls—split shaft/free turbine engine. In the “reverse” pitch position, the engine/propeller turns in  the same direction as in the normal (forward) pitch position,  but the propeller blade angle is positioned to the other side of  flat pitch.  [Figure 14-8]  In reverse pitch, air is pushed away  from the airplane rather than being drawn over it. Reverse  pitch results in braking action, rather than forward thrust  of the airplane. It is used for backing away from obstacles  when taxiing, controlling taxi speed, or to aid in bringing the  airplane to a stop during the landing roll. Reverse pitch does  not mean reverse rotation of the engine. The engine delivers  power just the same, no matter which side of flat pitch the  propeller blades are positioned. The ITT indicator and torquemeter are used to set takeoff  power. Climb and cruise power are established with the  torquemeter and propeller tachometer while observing ITT  limits. Gas generator (N$_{1}$) operation is monitored by the gas  generator tachometer. Proper observation and interpretation  of these instruments provide an indication of engine  performance and condition. The thrust that a propeller provides is a function of the angle  of attack (AOA) at which the air strikes the blades, and the  14-7 Reverse Thrust and Beta Range  Operations