Some months after the Camden Duchess accident I talked to the survivor who had returned to Canada after an extensive stay in hospital recovering from burns. He was an Air Canada pilot. He was full of praise for the help of the AFAP.who quickly organised administrative help for him while he was in hospital.
Before the flight, which was an instrument rating test in the Duchess, the instructor gave him a comprehensive briefing. Among other things, the plan was for an instrument approach under the hood at Camden followed by a circling approach This was to be followed by a touch and go and simulated engine failure after takeoff and a return to Bankstown
Because night was approaching the student made it clear he would not accept an engine failure after takeoff due to the rules saying no engine failures at night except in the cruise. The instructor accepted that but nevertheless cut a mixture just as the pilot had selected gear up shortly after lift off. The student was caught by surprise and urgently asked the instructor to reintroduce power to the 'failed' engine because the aircraft wasn't climbing due to the drag from windmilling prop. The instructor was attempting to re-introduce power when one wingtip clipped a tree. The aircraft hit and slid up sloping ground beyond the end of the runway before going through a fence. It had almost stopped when one wing hit a metal girder in long grass and the fuel tank split and caught fire. Both pilots escaped through their respective doors but the instructor received severe burn injuries.
The student was able to reach the instructor and carry him away from the burning aircraft. Fortuitously, a police van on a nearby road saw the accident. The student still carrying the instructor called for the police to get them to the nearest hospital. There was a delay while the police radiod for instructions and finally the two pilots were taken to hospital for treatment.
The simulated engine failure after liftoff took place after the Duchess was already well down the runway on the touch and go. It was therefore closer to rising terrain and a line of trees.than for a normal takeoff. It could be argued that one lesson from both the Mareeba and Camden accidents is that instructors should think twice before failing an engine following a touch and go since any obstacles to be cleared in the takeoff splay could be a lot closer than normal. A steeper climb gradient may be needed to clear those obstacles. This may prove difficult to achieve - especially with drag from a windmilling propeller on the 'failed'engine.
Last edited by Centaurus; 21st Oct 2020 at 15:00.