Not rhetorical. How much positive knowledge is transferred from a twist grip aircraft to a dual-PCL Sikorsky? It seems to me it's only a mental model of how torque can couple into yaw attitude and ECU malfunctions can lead to the need for manual throttle control.
The muscle memory of twisting the throttle while manipulating collective is entirely different than moving PCLs, and there's the whole single-piloted vs. dual-pilot difference.
Again, I may just not be understanding what you're saying, but as was mentioned, the concepts are similar even if the inputs are different. I'll also admit that when I talk about twist grips, I'm doing so with dual-engine grips in mind and not single-engine grips. Perhaps that's where my disconnect is.
But like FlyNavy03 is saying...understanding the mental model is great, but actually making the mechanical inputs helps with understanding what is actually happening. When I'm talking about FADEC failures (or partial failures), the indications are very much like High/Low side in the -60 except there's no rocketing up of Np/N2. You may lose some of your indications and you need to adjust your "bad" power down to some predetermined setting.
When I had to learn the FADEC malfunction EP, it wasn't very complicated because I understood the concept from the -60 side after a lot of PCL manipulations. I'd argue the reverse would also be true if someone came from the FADEC side and transitioned to the -60.
