Pacific Western Airlines - PWA

Pacific Western Airlines scheduled early morning flight 501 to Edmonton was pushed-back from the gate at 07:35. After engine start the aircraft taxied to runway 34 for departure. Takeoff was begun at 07:42 from the intersection of runway 34 and taxiway C-1. About 20 seconds into the takeoff roll, at an airspeed of approximately 70 knots, the flightcrew heard a loud bang which was accompanied by a slight veer to the left. The captain immediately rejected the takeoff using brakes and reverse thrust. Both the crew members suspected a tire on the left main landing gear had blown. The captain decided to taxi clear of the runway at taxiway C-4. Approaching C-4, the crew a.o. noted that left engine low pressure unit rpm was indicating 0 per cent. Twenty-three seconds after the initiation of the rejected takeoff, the first officer called clear of the runway on tower frequency: "501 clear here on Charlie 4". The purser then entered the flight deck and reported a fire on the left wing. The control tower then confirmed that there was a fire: "Considerable amount off the back - on the left side engine there - and - eh - it's starting to diminish there. Eh - there's a fire going on the left side." One minute and two seconds had passed since the initiation of the rejected takeoff. Immediately after this the purser further stated that "the whole left-hand side, the whole back side of it is burning". The captain discharged a fire bottle into the engine and the first officer requested emergency equipment. At an elapsed time of 1 minute 36 seconds, the cockpit fire warning bell activated. Simultaneously, the purser re-entered the cockpit and reported that it was getting bad at the back. The captain stopped the aircraft the crew then carried out the procedures for an emergency evacuation, which was initiated at an elapsed time of 1 minute 55 seconds. All 119 occupants were evacuated, among them 29 were injured. The aircraft was destroyed.

Pacific Western Airlines flight 314 was a scheduled Boeing 737 service from Fort McMurray, Aberta, to Castlegar with stops at Edmonton, Calgary and Cranbrook, B. C. The flight departed Calgary at 1932Z 11 February 1978, for Cranbrook with a Company estimated time enroute of 23 minutes. This estimate was passed to the Company Agent in Cranbrook. Flight 314 was cleared by Calgary Air Traffic Control to Cranbrook via high level airway 505, and reached the assigned altitude of 20,000 feet at 1938Z. Air Traffic Control in Calgary transmitted an ETA (estimated time of arrival) of 2005Z to Cranbrook Aeradio, via the land line. Cranbrook is an "uncontrolled" airport without a control tower, but within controlled airspace, with an "Aeradio" station providing communications, weather, and advisory service. At Cranbrook it was snowing with the visibility reported as 314 of a mile, and a radio equipped snow removal vehicle was sweeping the runway. The Aeradio operator at Cranbrook alerted the vehicle operator about the incoming aircraft at 1935Z and gave him the ETA of 2005Z; they both expected the flight would report by the "Skookum Beacon" on a straight-in approach to runway 16, thus giving the vehicle operator about seven minutes to get off the runway. At 1942Z Flight 314 called Calgary and requested and received descent clearance; it was also given clearance for the approach to Cranbrook. At 1944Z, the flight called out of 18000 feet in the descent, and Calgary ATC advised the flight to contact Aeradio. At 1945Z, Flight 314 made initial contact with Cranbrook Aeradio and at 1946Z Cranbrook passed the latest weather, altimeter and runway information. At 1947Z Cranbrook Aeradio advised the flight that snow removal was in progress and gave the latest visibility; Flight 314 acknowledged. No further transmissions were received from the flight by Aeradio or ATC. Evidence indicates the aircraft passed the Skookum beacon inbound on a straight-in instrument approach, and flew the ILS for runway 16 to touchdown.' According to witnesses and estimates partially derived from flight data recorder information, the aircraft touched down at 1955Z approximately 800 feet from the threshold and reverse thrust was selected. Reverse thrust was cancelled immediately after touchdown and a go-around was initiated. The aircraft became airborne prior to the 2000 foot mark, and flew down the runway at a height of 50 to 70 feet, flying over a snow removal vehicle which was still on the runway, 2050 feet from the threshold and 20 feet from the right edge. About this time the left engine thrust reverser doors deployed. A few seconds later, the flap was selected up from 40° to 15°. The landing gear remained down and locked. Six seconds before impact and just over 4,000 feet from the runway threshold, the flight recorder data indicates that a large amount of left rudder was momentarily applied. The aircraft climbed to 300 to 400 feet above the airfield, banked steeply to the left, lost height and side-slipped into the ground to the left of the runway. Fire broke out on impact. Four crew members and 38 passengers were killed while seven other occupants were killed.

On final approach to Lubumbashi Airport while on a cargo flight from Ostende, the pilot-in-command failed to realize his altitude was too low when the airplane struck a 30 metres high tree with its right wing. Upon impact, the right wing was partially torn off. The airplane lost height and crashed few hundred metres short of runway threshold. All six occupants were killed.

The airplane was engaged in a cargo flight from Toronto to Seoul with intermediate stops in Edmonton and Vancouver, carrying two passengers, three crew members and a load of 86 Holsteins cows. Following an uneventful flight, the crew was cleared for an ILS approach to runway 29. At this time, weather conditions were considered as poor with limited visibility due to the night, snow falls and turbulences as a cold front was approaching the area. The copilot was in command and due to various factors, he failed to realize that the sink rate was too high on short final when the captain decided to regain control. Then the airplane struck poplar trees located 3,137 meters short of runway and electric cables, stalled and crashed in flames in a gravel pit located less than three km from the airfield. The aircraft was destroyed and all five occupants and 86 cows were killed.

The Convair approached Campbell River with the weather just above minima (2-2,5 miles visibility, 400 feet broken ceiling and wind 110 degrees with gusts to 20 mph. The crew positioned the aircraft visually 2nm south of the airfield on a westerly heading preparatory to attempting an approach to the west. This would involve a right hand circuit flown above the broken south and west of the airport employing DME and ADF information. This improvised approach was not in accordance with published approach procedures under instrument conditions. After flying for 1 minute and 40 seconds the crew turned right. A few seconds after the captain expressed concern, the Convair struck a 1047 feet hill at 932 feet.

The approach to Cayaya Airport was initiated in heavy rain falls and limited visibility. On short final, the airplane was too low and the right wing struck the ground and was torn off. Out of control, the airplane crashed onto the runway and came to rest. All four crew members escaped uninjured while the aircraft was destroyed.

The descent to Reef Island was completed in marginal weather. On approach, the aircraft struck power cables, stalled and crashed into the Portland Canal. The wreckage was located a day later and the pilot was evacuated while all six passengers were killed. The aircraft sank and was lost. At the time of the accident, weather conditions were poor with snow falls reducing the visibility to half a mile and a wind up to 35 knots.

While descending to Port Hardy, a fire erupted in the cabin. The pilot attempted an emergency landing and while there were no injuries, the aircraft was destroyed by fire.

Few minutes after his departure from Port Hardy, the pilot informed ATC that the right engine failed and obtained the permission to return for a safe landing. To avoid any stall, the left engine power was increased to its maximum and the crew continued the descent in marginal weather conditions. The airplane landed at high speed and was unable to stop within the remaining distance, overran and eventually crashed against trees in a swampy area. All 51 occupants were evacuated while the aircraft was written off.