The most immediate that springs to mind was the HS 332 L1 LN-OPG in 1997. Cracks in the No.2 input shaft resulted in a large imbalance in the shaft, followed by catastrophic failure. The power turbines burst and cut the control rods. The aircraft had an overspeed warning and protection fitted, however it did not function correctly.
I am sure there are others here who will know more detail on that accident than I do.
There are numerous others i am aware of on different types, but most are unconfirmed due to lack of CVR/FDR.

OK, HB......just wanted to clarify your statement that said:

The L1 you mention had it, but it did not function correctly.....

Outwest - you are quite correct. My wording was not optimal. None of them had a system that actually shut down the engine.

The Puma had an agricultural system that relies on on two bobweights spinning against a spring and fuel pressure. The drive for this is from the rear of the turbine to the throttle control unit. There being no anticpator with this system some horrendous rotor droops can be attained.

However it is a saviour if the flector drive or input shaft fails because as the turbine spins up the speed monitoring shaft automaticaly slows the engine at the same rate. One case in 1979 at Teeside resulted in the pilot totally unaware that he had had a input drive shaft failure; he thought it was a simple engine rundown.

Both the 330 and the 332 used to have a system whereby No 1 engine could be disconnected from the gearbox and despite the wails from the engineers about the turbine overspeeding the engine would settle at ground idle with the Rotor Tacho showing the turbine at about 175 equivalent.

I remember way back when, we had a 212 that had a weird vibration that the engineers could not track down. One of the things they had me do was start the engines with the drive shaft removed. I was also worried that the engine would spool up very quickly and possibly overspeed.

I need not have worried, the start was completely normal, but spooky sitting in a 212 with 2 engines at 100% and the blades stopped :confused:

HB

You statement regarding the HS L1 is totally incorrect. The vibration was caused by an imbalance in the shaft due to the nut connecting the shaft to the gearbox coming off. This caused the the shaft to rub against the overspeed sensors to the point where the overspeed protecting failed when the shaft eventually failed. I had one 3 years later and the system worked as advertised.

BTW good post on the NL offshore union bit. A few idiots out there making life hell for the operator and their fellow workers. Tail wagging the dog out there at present. Not a healthy working environment. Second guessing every decision made!

Horror box - Orxys - Sorry I must have interpreted the Accident report incorrectly, but I did not think I was that far off. Although I will admit that my Puma tech knowledge ís a dim and distant memory now!

From the AAIB report LN-OPG (issued November 2001) AAIB/N REP : 47/2001.