Managing turbo prop engines in flight should not be made to seem difficult... I'll try to break it down as simply as i can...
N1 is the percent power measurment of the centrifugal compressor... on the C90 i fly the compressor is capable of a speed of 37,500 RPM... so if you are running 10% N1 your compressor is turning out 3,750 Rpm. its just a percentage of the max speed of the compressor.
Torque can be thought of as your power setting... if comparing it to flying a light twin which im assuming you are trying to do, think of this as your manifold pressure. (They are not the same thing its just easier for you to think of it like this)
Prop RPM is just the same as in a light twin like the baron.
ITT is interstage turbine temperature... dont go over the red line... thats pretty much it! If you do you are limited to about 2 seconds before you buy a quarter million dollar engine.
Condition levers are basically setting the idle of the engine... high idle or low idle. High idle would be appropriate when using more systems such as air conditioning. Basically the more equipment you are running the higher the idle should be set by manipulating the condition levers.
On take off we place the prop levers full forward. and power levers are set to 100% N1 or about 12,500 lbs torque.
after takeoff the props can be reduced much like in a light twin down to about 2,000 rpm and for cruise around 1900 rpm.
in the C90 king air a near perfect approach power setting is 500 lbs torque this will box in your airspeed at about 110 kts with gear down and flaps set to approach. Prior to landing while on final place the prop levers full forward. This will have you prepared for a go around or missed approach and will allow you to go straight to reverse at touch down.
Im not sure what else to tell you... if you have any questions i didnt answer just ask something specific and we will all try
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