Background
On 2 August 1999 at 1425 UTC, a Reims Cessna F152 (registration G-BXYU) was on a private training flight from Eggesford Airfield to Exeter Airport as part of a PPL licence renewal programme. The aircraft, manufactured in 1980 and powered by a single Lycoming O-235-L2C piston engine, was flown by a 63-year-old instructor holding a Basic Commercial Pilot's Licence with an Instructor Rating, with 2,283 total flying hours (1,850 on type). The student pilot was the aircraft owner, undergoing licence renewal. The planned exercise involved a practice forced landing onto the private airstrip at Beacon View Farm, Drewsteignton, Devon, followed by a touch and go landing on the same strip.
Accident Sequence
The initial touchdown on the 324-yard westerly runway was normal. The wind was from the southwest at about 6 knots, ambient temperature +25°C, dew point +14°C. After touchdown, the flaps were raised from 30° to 20°. The aircraft became airborne again but did not achieve a normal climb rate. The instructor took over control; airspeed was correct and the engine appeared to be at full power, but the aircraft would not climb. Aware of power cables to the left, farm buildings ahead, and rising ground to the right, the instructor closed the throttle and elected to land straight ahead. The aircraft touched down heavily, the nose landing gear collapsed, the aircraft nosed over, and came to rest inverted with its tail in the hedge at the far end of the strip.
Post-Accident Observations
Both pilots were wearing lap and shoulder harnesses, which held them in position and prevented injuries. No fire occurred; both occupants escaped through the side doors. The instructor noted that subsequent advice from locally based pilots suggested possible downdraught caused by terrain south of the strip. Carburettor icing probability charts indicated a serious risk of icing at descent power given the ambient conditions. The instructor stated that carburettor heat had been applied throughout the practice forced landing procedure, and the engine was 'warmed' when descending through about 1,000 feet. The carburettor heat was returned to cold just before the touch and go. The instructor was certain the engine was developing full power at the time. It is likely that a combination of ambient conditions and downdraught accounted for the poor climb performance.