Crab.
There are vast differences between military and civil flying and main one is the people in the back. A situation where you have an engine failure and fly a profile to guard against the other failing is correct under certain circumstances, but not all. I have flown close it once when I returned to Aberdeen with BOTH fuel filter lights on which is as close as I would like to be to a double engine failiure. I cannot think of another reason for doing it when you have a contained engine failure or no common source reason for the first failure.
Military crew or passengers do not worry overtly as to what is going on because they are a disiplined force and will obey and listen to instructions or explanations. Civilian passengers are not quite the same thing remembering that we are in the EU and some of their English may not be up to scratch. Any time that something does not go to plan, especially in a perceived dangerous envirionment such as an offshore helicopter, will cause serious concern or even panic.
It is hard to believe that during the time of the BV234 most of the Shell passengers believed that the British Airways Helicopters claim of ‘twin rotor safety’ meant that a Chinook could fly with just one rotor operating. Even now the vast majority of offshore passengers believe that if both engines fail on any helicopter the rotors stop and the whole lot plunges to earth. Should you have an engine failiure, especially a noisy one, those behind you will think that they have moved a big step closer to the grim reaper.
You will have little success explaining OEI performance on the way back because passengers are notorious for not understanding something they do not expect over the PA, even more in a noisy cabin. You will have even more trouble trying to explain autorotative performance. Should you approach the airfield at a perceived high level, drop the lever for your initial auto and the good engine throttles back, you will have a very good chance of at least one major cardiac arrest within your passengers.
There are tens of thousands of single engined helicopters flying around this world and a multi down to one engine is in the same league. Some twins, at a typical landing weight returning from offshore, have higher power/weight ratio on one engine than some single engined examples have total. Singles do not fly an autorotative approach profile so why should a twin on one?
Avoid curves for twins are so that they can recover on one engine. Avoid curves for singles are so that they can recover. If something happens to be in the way, that’s tough. Good singles pilots try to avoid that. The present procedures, as used by every civil operator and tested and certified by the manufacturer, has always worked so why fix it.
Taking the argument to the logical conclusion if a Boeing 737 suffered an engine failure, on your advice it would approach at 1,000 feet until within gliding range of the runway, cut the remaining thottle and stuff the nose down for a glide approach and landing.
I can see the headlines now.