Yeah. almost did it myself.
I had just finished my endorsement on the BK117, first one in Oz, and was using it on a police mission - we were in a high hover over bushy ground, looking for some escaped prisoners.
Then the warning of a torque split went off (usual indication of an engine failure)- No.2 was dropping, and No.1 was going up to take the load, but I knew I couldn't stay in the hover, so down went the nose to pick up speed and I flew away. All I knew was the drills the Japanese instructor had taught me the previous week - identify the bad engine, verify it by reducing throttle, shut it down.
So, I reduced the throttle on 2, stayed flying, and then had a think - 2 was still running at idle, 1 was hooting along, RRPM were good. I had started to return to base, just 5 mins away, and along the way I tried to bring the 2 throttle back up, but then NR started to overspeed, so 2 went back to idle. It was a runaway N2 governor on No.1 engine, but I hadn't ever heard of one before, so didn't know the symptoms.
Anyway, with the base only minutes away, I continued for a running landing on the grass, came to a stop, then pulled No.1 back to idle and was able to roll 2 back up - but I couldn't get both engines up without Nr overspeed, so I just shut them off, towed the bird back to the hangar, and subsequently learned a good lesson from the engineers.
If I had not been single pilot (with the other crew in the back) I would have tried to simultaneously roll 1 back and roll 2 up, but I needed both hands on the controls - our department had bought the El Cheapo model with no CSAS or autopilot or anything remotely that would reduce pilot workload.
