Montreal-Pierre-Elliott Trudeau (ex Dorval)

Shortly after liftoff from Quebec-Ancienne Lorette Airport, en route to Montreal-Dorval Airport, the right engine caught fire. The captain contacted ATC, declared an emergency and was cleared to return for an emergency landing. He initiated a turn to the right when the airplane lost height, struck the ground and crashed in flames about 1,300 meters short of runway. Seven passengers were seriously injured while 17 other occupants were killed.

While descending to Montreal-Dorval Airport, the crew encountered poor weather conditions and a limited visibility due to snow falls. Unable to locate the runway, the captain decided to abandon the approach and initiated a go-around manoeuvre. Few minutes later, a second attempt to land was also abandoned for similar reasons. During a third attempt, the crew descended below the glide to establish a visual contact with the ground when the airplane struck the ground. On impact, the undercarriage were torn off and the airplane slid in an open field before coming to rest few dozen meters short of runway. All eight occupants evacuated safely while the aircraft was damaged beyond repair.

The aircraft was on a conversion training flight from Montreal to Ottawa with three pilots on board. The aircraft departed Montreal at 1802 hours Eastern Standard Time on an instrument flight plan which was cancelled on reaching the Ottawa area. A hydraulic failure simulation was then carried out following which a touch-and-go landing on runway 32 was accomplished at 1825 hours. According to the recorded data the touch-and-go was accomplished with the ailerons in the manual mode, the flaps were raised to the 250 position during the landing roll and the ailerons were restored to the power mode during the turn following take-off while on a heading of about 260°. After about two minutes of flight on the downwind leg, No. 4 engine was retarded to flight idle and was kept at that setting for about two and a quarter minutes. During this period an average of about 30 left wing down bank was maintained, except at a point about halfway through that period the aircraft banked slowly 180 to the left, followed by a sharp reversal to 100 bank to the right. The length of the downwind leg was consistent with a planned two-engine asymmetric landing. Power was restored to No. 4 engine just before a left turn on to the base leg was started. During that turn No. 4 engine was again retarded to flight idle,then restored to normal power. No. 1 engine was then retarded to flight idle for about 20 seconds, then restored to normal power. The flaps remained at the 250 setting. While turning on to final approach, the pilot-in-command advised the tower that he was as yet undecided whether a landing would be carried out. When the aircraft had passed the UP beacon, about 84 miles from the runway threshold and approximately 200 sec from impact, rudder power was selected to the manual mode and power was reduced on all four engines. No. 4 engine was then retarded to the flight idle position and the other three engines advanced to approach power. About 171 sec before impact, the pilot-in-command advised the control tower that the aircraft would be making a full stop landing. The landing gear was extended 155 sec before impact and 120 sec before impact No. 3 engine was retarded to flight idle: at the same time power was increased on Nos. 1 and 2 engines. At that time the aircraft was at a height of 1 150 ft above the ground and its indicated airspeed was fairly steady around 165 kt. From 109 to 92 sec before impact, the aircraft turned to the right through 340 on to a heading of 3370. Power was reduced, bank applied and the aircraft returned to approximately the runway heading. The flaps were extended to 350, 69 sec before impact. At 54 sec before impact, the rudder was restored to the power mode for less than 6 sec and then returned to the manual mode. Through the period from 69 to 25 sec the rate of descent was relatively constant at about 700 ft/min with the aircraft tending to undershoot, and the airspeed decreasing from 163 to 152 kt. Power on Nos. 1 and 2 engines was progressively increased from 25 sec before impact until near maximum power was reached 8 sec before impact, following which they were retarded to flight idle. A yaw to the right had started 19 sec before impact and 12 sec before impact the throttles were advanced on engines 3 and 4 and they began to spool up. At 9 sec before impact and when some 200 ft above the ground, the left wing down condition could no longer be maintained and the aircraft entered a roll to the right. The roll rate to the right increased rapidly as did the yaw rate. The roll continued until the aircraft struck the ground in an inverted nose low attitude, 1 995 ft short of the threshold of runway 32 and 575 ft NE of its extended centre line. The accident occurred at 1837 hours. The aircraft was destroyed and all three crew members were killed.

The Douglas DC-8 aircraft was on a regular scheduled flight Montreal-Dorval Airport (YUL) to Toronto (YYZ), Canada, scheduled to leave Montreal at 18:10. There were some delays in the boarding of the passengers and Flight 831 started its takeoff roll on runway 06R at approximately 18:28. Weather was reported as overcast, light rain and fog, visibility 4 miles, surface wind NE at 12 mph. The flight was instructed to report passing 3000 feet and 7000 feet on the climb-out from the airport. The aircraft took off normally, reported in at 3,000 feet and acknowledged a clearance for a left turn to St. Eustache. This was the last radio contact with the flight. The aircraft then deviated from its normal flight path about 55 degrees to the right and began a quick descent. At 18:33, 16.9 miles from the airport, the DC-8 struck the ground at a speed of 470-485 knots descending at an angle of about 55 degrees (+/- 7deg). The airplane plunged into the ground and totally disintegrated upon impact. There were no survivors among the 118 occupants.

Flight 1658 took off from Montreal-Dorval runway 10 at 2244LT on a cargo flight to Hall Beach, NWT. Following takeoff the aircraft continued runway heading and climbed to 6,000 feet. Course was then changed and the aircraft climbed to the assigned altitude of 9,000 feet, reaching this altitude at 2259LT. Some 3 and a half minutes later the crew reported that they were in an emergency descent because of a no. 2 engine fire. Last radio contact was at 2307LT when the crew reported that the plane had lost its left wing and "was in a spin and going straight in". The DC-4 broke up in midair, causing wreckage to cover a 1,25 x 0,75 mile area. All five crew members were killed.

The Viscount was parked at gate to board passengers when it was struck by a Seaboard & Western Airlines' Lockheed L-1049D Super Constellation which was performing training flight LN800 at Idlewild Airport. The Constellation began its takeoff run on runway 31R of the New York International Airport at 1100. When an airspeed of 117 knots (V 2) was reached, the aircraft became airborne and climbed to an altitude of approximately 25 feet. At this altitude severe control difficulty was encountered, causing the aircraft to veer suddenly to the left and the left wing to lower 20 to 30 degrees. This wing struck the runway and from this point on directional control of the aircraft was lost. The aircraft skidded In a westerly direction into a temporary terminal area and came to rest after striking the Viscount. All five crew members from the Constellation were injured while the Viscount was empty. Both aircraft were totally destroyed by fire.

On final approach to Dorval Airport, both engines failed. The seaplane stalled and crashed in a prairie located at Pointe-Claire, few dozen yards from the airfield. All six occupants were injured, some of them seriously, and the aircraft was written off.

The aircraft took off from St Johns municipal Airport, on a ferry flight to Toronto via Montreal. Near Sainte-Anne-de-Bellevue, it was noticed that the propellers were not synchronized. Shortly after the port engine lost power and there was indication of fluctuating fuel pressure. On checking the port engine cylinder head temperature, the instrument read 'full hot'. Power was reduced and the ATC at Montreal cleared the aircraft for landing. Approximately 2 miles west of the airport, at an altitude of 1,000 feet, flames were seen coming out of the cowling behind the firewall of the port engine. An attempt to feather the engine was made and the ignition was turned off. The fire extinguisher lever was pulled with no result. Clearance was obtained for emergency landing on runway 10 and a normal flaps-up landing was made. The brakes were inoperative during the landing roll and the aircraft was steered onto the grass area of the runway. The fuel shut-off valves were not turned off when the pilot and co-pilot abandoned the aircraft. The aircraft was destroyed by fire.

Immediately after liftoff, while in initial climb, the pilot raised the undercarriage. The aircraft banked left and hit the runway surface, causing the propeller on the engine number one to be sheared off. The aircraft climbed to a height of 50 feet when it stalled and crashed in flames on the runway. Six crew members were killed while five others were injured.
Crew killed were:
F/O Derrick William Southwell, pilot,
F/O John Albert Winkley, pilot,
F/Sgt George Edward Chappell, flight engineer,
Sgt Allan Thomas Furness, air gunner,
Sgt Geoffrey Frank Buers, wireless operator and air gunner,
Sgt Ivor Ralph Platt.

The aircraft left Montreal-Dorval Airport at 2359LT on December 29 on a mail and VIP flight to Prestwick on behalf of the Canadian Government Trans-Atlantic Air Service (CGTAS). At 0649LT, the Goose Bay Control Center received a mayday signal when the aircraft was cruising at an altitude of 23,000 feet some 600 miles east of Newfoundland. SAR mission was conducted but all operations were suspended after few days as no trace of the aircraft nor the five occupants was found.
Crew:
Maurice Gauthier, pilot 3.
Passenger:
Alfred E. Evans, Chief of the British Admiralty Technical Mission in Ottawa.