Nobody has ever given me a good reason why we dont just shut down the engine on a fadec failure, instead its this 78-80 n1, keep the good engine above the bad engine BS blah blah.... So you take the average pilot now super focused on the needle/gauges and has the check airman in his head telling him not to overspeed it when really just shut the darn thing down and treat it like EVERY other single engine problem, problem solved...fly OEI to your run on landing and move on with your life

I'd imagine for most of us at sea level or even a little higher giving up the extra HP and doing a normal OEI is fine.  I'd think there are combinations of weight/density altitude and also availability of good places to slide an aircraft on where you would want to have the extra horsepower from the non fadec control engine to allow a hovering landing or very close to it.  Good instruction and practice makes it a non event but there have been people who on older twist grip styles toasted/overpseed the manual engine.

#1 Too many people have lost their lives after shutting down the good engine on accident. 

#2 In a fadec failure the engine still runs and makes power, if that engine can be brought under manual control it's not a hazard to keep it running. In fact keeping it running helps you and gives you options in case there is an issue with the other engine which does require a emergency shut down like a engine fire or a complete engine failure.   

When the EP's are written they don't know if you'll be flying 100 miles off shore, or night IMC over the mountains to a high DA LZ, or on a day VFR flight with lots of forced landing areas.  Shutting down an engine removes options for the pilot.

Remember our #1 priority is to maintain NR. You're correct that keeping an engine with a fadec failure running results in a higher workload for the pilot, but that engine is one of only two sources of sustained NR which is what's keeping the helicopter flying.    

but definitely get your point.

Rather see a simpler procedure.  Not a fan of overcomplicated 135/145 models.

And you're simple.  You should check with boatpix for work.  

because you think u know what ur talking about doesn't mean you do.  EC products are unnecessarily complex.

one supports unnecessary complication it will just get worse with succeeding models.

Think.  Helicopter flying is complex enough in environments far more variable than fixed wing ones save Alaska and in Alaska helicopters fly the same terrain, plus or minus.

Compare immediate actions that need to be undertaken by a helicopter pilot to that of say, a 767 pilot.

If u don't get it u need to do more homework.

have no clue.  Enjoy your band-aid tech fascination.

To the OP can I ask how many times you have had a chance to do the EP both in the sim and/or real aircraft? If you have only had new hire and maybe once in the sim and combine that with an instructor that didnt explain it well or got to far into the weeds than I can understand how you got there.  Our new hire was 10 hours in the real machine and every year after we get 3 days in the sim, our 135 checkride in the real aircraft, a night unaided EP flight and one more so we get a lot of reps in doing these and every time we might do 3-4 FADEC events, in the sim far more than that so it becomes a non event doing the EP for it.  Doesnt matter if its the number 1 or 2 engine, or if they set you up so you got to roll it down to 80% or make you flip up the guard and roll up to get 80%.  Good instruction and reps make it easy.  If you only got to mess with it a bit and the instructor wasnt the best then see if next time you are in the sim or next training event ask to do a bunch of them.

Should be as simple as, wiggle collective, stuck engine is the bad one, roll that throttle whichever way is needed to 80 and just go land it without exceeding AEO limits.  Dont sweat the small stuff, shallow it out, make descents early and plan ahead and you dont have to worry about getting to near 10 percent on the good engine.  Once on ground, roll it off as you lower and you are done.

So if you have am emgine failure with your now seemingly good engine...  (not that the other one with the FADEC issue is bad)....  what are you going to do... Just Autorotate?    or maybe bring that FADEC issue engine back to full power and go to manual mode..... Or are you going to try and restart while in an auto?  

I will never shut down a good engine if i dont have too.... 

ref: not shutting down an engine.  Think of it this way:  If the shut down sequence requires activating a remote switch or T-handle their positions had better be correct.  Gave a student a fire drill in the 212 and he did it all well until he chose the correct handle which was in the opposite position - MAINT mistake.

Still do not like EC135/45.  S76 and S92 just fine.

is it not unreasonable for a professional pilot to be able handle the emergency properly.  if a pilot feels inadequate, ask for some help.  If still problems, which may be nothing more than wanting to do it your way, maybe you shouldn't be there.  Peoples lives depend on your professionalism 

they do and those pilots depend on products behaving predictably according to certification criteria.  When that does not happen all bets are off, and, that may be what was going on here, maybe.

is it not unreasonable for a professional pilot to be able handle the emergency properly.  if a pilot feels inadequate, ask for some help.  If still problems, which may be nothing more than wanting to do it your way, maybe you shouldn't be there.  Peoples lives depend on your professionalism 

this:  You will experience helicopter behavior you don't expect and it will definitely frighten ya.  Count on it.

The Procedures in the RFM are clear. If you have proper Training and are "Competant" in your knowledge of the Aircraft Systems and Operation, you should be able to handle the EP. Just maybe you are better off flying a less complex A/C.  Proper and frequent Training is important.

spell competent and abbreviates aircraft with A/C but I'm sure he knows what he's doing

why would you prefer an autorotation over a manuel power landing??

Is a guy who does manual labor with his brother Jesus.

My first 2500 hours was in a piston throttle twister. It's like driving a manual shift car. You don't have to think about it after a while. All you kids who grew up with governors are pu**ies!

congratulations?

The twist grip. I didn't like when the correlators came along. You almost have to untwist the throttle when pulling pitch.