Narrative:

Last night of my shift; landed for patient pickup at xa:56 with flight nurses on board. Upon landing; the nurses notified me that they had just been contacted by EMS on the VHF radio and that the patient had expired and we were no longer needed. Everyone remained seated and belted as we discussed that we hadn't heard anything yet from operations and about how best to contact them. The crew members tried and were able to receive them on the ground and confirmed cancellation. This all took place quickly. I confirmed with crew that they were ready to lift and began to pull pitch when I noticed the yellow caution light start to flash. Having just reached a low hover; I saw that only one engine was in fly and set the aircraft back down. I then realized that as a matter of habit; I must have begun to shut down on landing and only placed engine #2 in idle as we were being notified of cancellation.after full skids down there were no caution; warning lights or exceedances. I returned engine #2 to fly; and stopped to verify that there was no exceedance. I verified caution panel and instruments and continued with departure and return flight. After landing at base; upon placing engines in idle and after shut down; there were no exceedances on caution advisory display.after fueling the aircraft at base I had the master battery on to check fuel level and decided to double check the cad. After start up; fadec #1 illuminated an 'engine exceed' light on the number one engine. The discrepancy was noted in the aircraft log book; duty mechanic responded and aircraft was placed out of service with dispatch. The aircraft being flown was our backup ec-135. Obviously; I am solely at fault for not exercising better situational awareness. This situation could have been avoided if I had not interrupted the process of going from flight to idle; something I don't think I have ever done before; and then re-initiated a complete pre-takeoff check.

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Original NASA ASRS Text

Title: An EC-135 EMS pilot landed for patient pickup; but because the patient had expired; the flight returned to base. The pilot started his takeoff with an engine in idle; but landed immediately; returned the engine to fly and departed. Upon arrival he discovered a CAD FADEC #1 'ENGINE EXCEED' alert so the aircraft was removed from service.

Narrative: Last night of my shift; landed for patient pickup at XA:56 with flight nurses on board. Upon landing; the nurses notified me that they had just been contacted by EMS on the VHF radio and that the patient had expired and we were no longer needed. Everyone remained seated and belted as we discussed that we hadn't heard anything yet from Operations and about how best to contact them. The crew members tried and were able to receive them on the ground and confirmed cancellation. This all took place quickly. I confirmed with crew that they were ready to lift and began to pull pitch when I noticed the Yellow Caution Light start to flash. Having just reached a low hover; I saw that only one engine was in fly and set the aircraft back down. I then realized that as a matter of habit; I must have begun to shut down on landing and only placed engine #2 in idle as we were being notified of cancellation.After full skids down there were no caution; warning lights or exceedances. I returned engine #2 to fly; and stopped to verify that there was no exceedance. I verified caution panel and instruments and continued with departure and return flight. After landing at base; upon placing engines in idle and after shut down; there were no exceedances on caution advisory display.After fueling the aircraft at base I had the master battery on to check fuel level and decided to double check the CAD. After start up; FADEC #1 illuminated an 'Engine Exceed' light on the number one engine. The discrepancy was noted in the aircraft log book; duty mechanic responded and aircraft was placed out of service with dispatch. The aircraft being flown was our backup EC-135. Obviously; I am solely at fault for not exercising better situational awareness. This situation could have been avoided if I had not interrupted the process of going from flight to idle; something I don't think I have ever done before; and then re-initiated a complete pre-takeoff check.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.