Army--
Very hard to image a qualified flight instructor being caught with LTE, although which version do you refer to?
1) Run out pedal effect rotation, commences relatively slowly, and is allowed to continue unchecked by useless driver.There is at least one recorded accident thus, in the City to Surf run in Sydney many moons ago. It was a quite heavily loaded 206.
An instructor caught in that? doubt it.
Also the rather light loading of this machine even in high risk ambient conditions should render the condition unlikely.
2) T/R encounters M/R vortices and generates its own VRS and snaps away from behind you to beside you at the same speed of light that a T/R drive failure will generate.Under that scenario it will then slow its rotation as it continues to a position in front of you, as it has encountered different relative wind conditions, as in any VRS recovery.
Once again hard to imagine a flight instructor losing it at that point.even without specific simulated training.
Whereas a drive shaft failure will result in spatial orientation difficulty after the second revolution, but at that point the throttle can be snapped and cyclic steerage maintained to a degree. Your choices are limited to what is below you and arriving at ground level with sufficient cushioning RRPM is another matter but possible under various scenarios.
In this case there does appear to be some little distance between T/R failure A/C position and ground contact. It's fairly easy to imagine the driver keeping the collective up just a little longer than he should (for a bumpless landing) and steering the machine over the ground parties to whatever was beyond. If that was the case then the driver deserves great credit. This decision may have been helped by the awareness of the power lines or bumped obstacle behind him.I.E. something else to get away from.
As far as I am aware simulation training for this event is not part of the syllabus and should be at least at the first BFR. It's not for the faint hearted and should not be commenced below 1200 feet AGL and a readiness for aborting it with left pedal input, must be contemplated if the aircraft appears to want to become inverted.