As others have said, it is a way of seeing when something is awry.
It is particularly useful in multiengined aircraft. On helios, you often use this method (12 oclock is a common situation normal area). With glass cockpits, with strip gauges, the idea is to have similar scaling so a flat line can link up the peaks.
Works particularly well with N1, N2, RPM, T’s and P’s.
With multiple engines, torque on the same gauge allows the pilot to immediately see torque splits. As cockpits have developed, these (sometimes simple) lessons have been learnt and cockpit workload reduced. In instrument flying, these lessons are even more important as the pilot has to develop a simple scan to take in all the info required.
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