sure Sully is a hero for landing in the Hudson, but if he'd been flying an old Pratt he would have landed with dry feet.
At the risk of getting branded a smartass for asking this, but might I ask why you say that? I'm not an engine guy and honestly wouldn't know a P&W from a CFM from a Rolls-Royce turbofan if you put all three of them in front of me. Is there something special about the P&W that makes them able to ingest several very large birds and still keep providing thrust and not simple catastrophically fail? I'm obviously missing something here because I don't see what FADEC has to do with an engine's operation once it's major components have been massively damaged.

When you start using an engine monitor you will automatically be drawn to your engine operations manual to learn all about those power setting charts and ROP versus LOP arguments and you will get to see the results of the different settings when you fly. It's fun to be a test pilot sometimes!
Do you have any other advice for those of us looking to eventually use engine monitors in our designs?