The second fatal 145 Sqn Ventura crash at Torbay occurred on the afternoon of Oct 2nd 1943, less than two months after the death of Richardson and his crew in Ventura 1169. The Board of Inquiry that investigated that accident had recommended, that pilots receive training in an engine failure while taking off on instruments and this accident occurred while such training was taking place.

Acting on the recommendation of the Board of Inquiry, S/L Lee, the Squadron CO had developed an exercise that he had tested that morning with F/L Glover, a senior pilot with the Squadron. After lunch Lee and another two senior pilots, boarded Ventura 1160 and prepared for another training session. Lee occupied the co-pilots seat while F/L Robinson took the pilot's seat, and F/O Daunt observed from the Navigators position. Robinson and Daunt were to have changed places later, during the training session.

During start-up a problem developed with the starter on the starboard engine. A mechanic made an emergency repair which allowed the engine to be started from the ground but he reported to Lee that the engine could not be re-started while in flight. Lee continued with the exercise knowing he would not be able to simulate a starboard engine failure.

The activities were being observed by many of individuals around the Hangar line and Operations Room. They watched as 1160 left the hangar and taxied to the end of the active runway. After an engine run-up it started down the runway , picking up speed and finally becoming airborne. The undercarriage was retracted immediately and the nose of the aircraft was depressed slightly to pick up speed. As they watched in horror, the right wing dropped slightly and then the starboard propeller bit into the runway. The aircraft started to climb, but swerved to starboard and the wing struck the ground causing it to crash and burn. There were no survivors.

Evidence given at the Board of Inquiry contained the following statement by F/L Glover.

In the morning S/L Lee and myself went out to do instrument take-offs. Before take-off the blind flying hood was put in place but during the take-off was held up by S/L Lee so I could see to keep straight on the runway. When we reached flying speed, the hood was dropped and I took off on instruments. When we had climbed to approximately 300 feet S/L Lee cut one engine and I had to carry on in the climb on one engine. When we reached circuit height, the hood was taken down and we landed after starting the second engine. The exercise was carried out again with the other engine being cut this time. During the morning I made one single engine landing with the second engine idling. S/L Lee seemed quite pleased with the way the exercise was worked out and said he intended to check all his pilots in a similar manner. I assume that he was checking F/L Robinson and F/O daunt in a similar manner. I want it understood , however, that S/L Lee would not cut an engine unless he definitely had single engine speed and about 300 feet altitude.
 

Another witness, S/L Elliott the Chief Engineering Officer made the following statement:

The pilots failure to prevent a starboard wing down position may have been due to over concentration on the part of the pilot flying the aircraft in anticipation of a simulated engine failure during the take off. The same over concentration may have delayed corrective action by the safety pilot. He having in mind the information that a temporary repair to the starter had been reported to him as not being sufficient to enable the starboard engine to be started whilst in flight.

A tendency on the part of the safety pilot to permit the pilot in control to correct errors without assistance after these errors had progressed beyond a point permitted in actual practice. This possibility being the result of the above average categorization of both pilots.
 

Group Captain Wilkins the Chief Investigator Accidents at Air Force Headquarters made the following comment on the file:

The pilots concerned were taking great risks in order to perfect emergency practice. The fact that the copilot had apparently dropped the hood over the head of the pilot just as the aircraft was approaching air speed meant that his attention was distracted from the control of the aircraft just as the pilot was passing through the period of transfer from visual to instrument control. Had throttles been cut when the starboard propeller struck the runway a fatal accident would probably have been averted.

The bodies of the three crew were recovered and taken by train to Gander for burial. They were buried in the Gander cemetery with full military honours

Information contained in the Commonwealth War Graves Records Commission as follows:
 

DAUNT, Flying Offr, Acton, Farquhar, J/1999, R.C.A.F. 2nd Oct, 1943. son of Acton O'Neil Daunt and Elizabeth Daunt, of New Westminister, British Columbia; husband of Marjorie Daunt, of Sydenham, Ontario. Plot 1, Row 1, Grave 4.
 

LEE, Sqdn, Ldr. Richard Le roy, C/493. R.C.A.F. 2nd October, 1943. Age 33. son of Mr and Mrs ronald J Lee, of Centerville, New Brunswick; husband of Mary S. Lee of Fredricton, New Brunswick. Plot 1. Row 1. Grave 3.
 

ROBINSON, Flt. Lieut. Edward Lepage, J/9200, D.F.C. R.C.A.F. 2nd October, 1943. Age 33, Son of George Arthur and Emma Robinson, of Vancouver, British Columbia. Plot 1. Row 2. Grave 11.