Toronto-Lester Bowles Pearson

The Nimrod display aircraft and crew had deployed to Canada on 23 August 1995 for displays at Canadian Forces Base Shearwater and the Canadian International Air Show (CIAS) at Toronto. In excellent weather, with a light on-shore wind, the aircraft took off on time for its display. Upon completion of the safety checks, it ran in for the standard Nimrod display sequence which features two orbits and two dumb-bell turns. The latter manoeuvres each involved a turn away from the display line, a climb to not above 1,000 feet, followed by a turn in the opposite direction and descent, to fly back parallel with the display line. Having completed the two orbits, the first dumb-bell turn was completed uneventfully. After a slow flypast with undercarriage down, the aircraft entered its final manoeuvre, the second dumb-bell turn. It was seen to turn away approximately 75° to starboard under full power before the flaps were retracted to 20° and the undercarriage raised. The nose was then pitched up into a climbing attitude of 24°. As the aircraft passed 950 feet, engine power was reduced to almost flight idle, following which the speed reduced rapidly to 122 knots, below the 150 knots recommended and taught for that stage of the display. The aircraft was rolled to 70° of port bank, shortly afterwards reducing to 45°, and the nose lowered to 5° below the horizon. During this turn the airspeed increased slightly and the G-loading increased to 1 .6 G. However, the combination of the low airspeed and the G-loading led the aircraft to stall, whereupon the port wing dropped to 85° of bank and the nose dropped to 18° below the horizon. Full starboard aileron and full engine power were applied in an attempt to recover the aircraft but, by this stage, there was insufficient height to recover and the aircraft hit the water. All seven crew members were killed.

During arrival, the crew of USAir flight 499 landed on runway 24, which was covered with snow. Reportedly, while landing, the aircraft touched down approximately 1,800 to 2,000 feet beyond the displaced threshold. Altho armed, the spoilers did not autodeploy, so the captain operated them manually. He lowered the aircraft's nose, actuated reverse thrust and applied brakes. The brakes were not effective. Subsequently, the aircraft continued off the end of the runway, ran over a runway end id light, struck a fence and came to rest straddling a road. The crew had planned on making an ILS approach to runway 06, but the RVR was only 2,800 feet and a minimum RVR of 4 000 feet was requested for that runway. The crew elected to land on runway 24, since 1/2 mile visibility was sufficient for that runway. However, the approach was made with a qtrg tailwind and approximately 10 knots above Vref. Tailwind landings were not authorized on runway 24 in wet/slippery conditions. The runway braking action was reported as fair-to-poor. The pilot's handbook cautioned the crew to monitor the spoilers when landing on slippery runways, since the spoilers auto-deploy only with wheel spin-up or when the nose wheel is on the ground. A passenger was slightly injured while 22 other occupants were uninjured.

On approach to Toronto-Lester Bowles Pearson Airport, the twin engine airplane struck the ground and crashed about 11 km short of runway threshold. All three occupants were killed.

After landing, the pilot-in-command (pic) placed a refueling order to fill the aircraft's two 210 gallons main tanks for a return flight to Toronto, Ontario, Canada. After the cargo was unloaded and the aircraft was refueled, the aircrew aborted the 1st two attempts to takeoff due to slow aircraft performance. Engine run-ups were performed after each abort and reportedly, the engines checked normal. After the 2nd aborted takeoff, the aircrew called the fbo and requested that the refueler be asked what type of fuel was added. The response was '100LL Avgas.' On the 3rd attempt to depart, the aircraft took off, but both engines lost power as the landing gear was retracted. The aircrew selected a highway on which to land. However, the left wing hit a utility pole, then the aircraft went thru a fence and hit a highway embankment. Investigation revealed that Jet-A fuel had been added to the aircraft rather than 100LL fuel. The truck containing Jet-A fuel looked similar to the one with 100LL Avgas, but was properly designated with fuel grade markings. A pilot was killed, the second was seriously injured.

A Douglas C-47A cargo plane was destroyed when it crashed while in final approach to Toronto International Airport, ON (YYZ), Canada. Both pilots were killed. Skycraft Air Transport Flight 505 operated on a cargo flight from Cleveland-Hopkins International Airport, OH (CLE), USA. It was loaded with 6 wire mesh baskets, each almost filled with automobile roof bows. On completion of the loading, the crew chief stated he asked the flight crew if they wished the load tied down. They responded by saying they would take care of it. Flight 505 departed Cleveland at 07:45, on a VFR flight plan. The Toronto terminal controller gave a few small heading changes to direct the flight to the instrument landing system (ILS) localizer for an almost straight-in approach to runway 06R, then transferred it to the arrival controller, who continued vectoring the aircraft. During the approach, the arrival controller twice requested Flight 505 to maintain its best speed for spacing from other aircraft. The crew initially reported they were flying their maximum speed, and later indicated they were at their best speed as the aircraft was fairly heavy. Flight 505 called the tower over the outer marker and was cleared to land. After crossing the threshold 100 to 150 ft above the runway, the nose of the aircraft smoothly rose 5 to 10 deg. The nose then dropped an almost equal number of degrees, as if a correction had been made for the nose high attitude. This up, then down pitch movement was quickly followed by two pitch oscillations of increasing speed and magnitude. On the fourth oscillation, the nose continued to rise 45 to 60 deg. and the aircraft started to climb. The engine noise seemed to increase as the aircraft pitched up for the last time. At approximately 200 ft, as the aircraft reached the apex of its climb, the left wing dropped and the aircraft yawed to the left approximately 90 degrees. The wings levelled, then the aircraft fell into the field to the right side of the runway. The time between the beginning of the first oscillation and the impact with the ground is estimated to have been approximately 10 seconds. On impact the right main gear ruptured a fuel tank and a post-impact fuel fire ensued.

The aircraft departed Dallas on a regularly scheduled international passenger flight to Montreal, Quebec, Canada, with an en route stop at Toronto, Ontario, Canada. The flight left Dallas with 5 crew members and 41 passengers on board. About 1903, eastern daylight time, while en route at flight level 330 (about 33,000 feet m.s.l.), the cabin crew discovered smoke in the left aft lavatory. After attempting to extinguish the hidden fire and then contacting air traffic control (ATC) and declaring an emergency, the crew made an emergency descent and ATC vectored Flight 797 to the Greater Cincinnati International Airport, Covington, Kentucky. At 1920:09, eastern daylight time, Flight 797 landed on runway 27L at the Greater Cincinnati International Airport. As the pilot stopped the airplane, the airport fire department, which had been alerted by the tower to the fire on board the incoming plane, was in place and began firefighting operations. Also, as soon as the airplane stopped, the flight attendants and passengers opened the left and right forward doors, the left forward overwing exit, and the right forward and aft overwing exits. About 60 to 90 seconds after the exits were opened, a flash fire engulfed the airplane interior. While 18 passengers and 3 flight attendants exited through the forward doors and slides and the three open overwing exits to evacuate the airplane, the captain and first officer exited through their respective cockpit sliding windows. However, 23 passengers were not able to get out of the plane and died in the fire. The airplane was destroyed.

On approach to Toronto-Lester Bowles Pearson Airport following an uneventful flight from Philadelphia, the airplane rolled left and right then lost altitude and crashed in a field, bursting into flames. The wreckage was found 13 km from runway 24R threshold. The aircraft was destroyed by impact forces and a post crash fire and all five occupants were killed, among them Ross Henningar, President and CEO of Sun Oil Company (Sunoco).

Shortly after takeoff from Toronto-Lester Bowles Pearson Airport, while in initial climb, the twin engine airplane adopted a nose-up attitude then stalled and crashed, bursting into flames. The aircraft was destroyed and all three occupants were killed.

During the takeoff roll on runway 23L, at a speed of 145 knots, the crew heard a thumping noise and felt vibrations. In a meantime, the right engine power dropped and a warning light coupled to the right main gear illuminated. The copilot informed the captain about the fact that the right main gear was unsafe. At a speed of 149 knots, the captain decided to abandon the takeoff procedure and initiated an emergency braking maneuver. He deployed the spoilers and activated the thrust reversers systems. The airplane was unable to stop within the 1,219 meters remaining, overran at a speed of 70 knots, rolled on a distance of 139 meters then went down a 15 meters high embankment and eventually came to rest, broken in three. Two passengers were killed while 55 others were injured and 50 unhurt.