Bradley Air Services

Avro 748

During night cargo operation, check captain (right seat) was evaluating the 1st officer (f/o, left seat) for possible upgrade to captain. Before departing, flight was cleared for right turn after takeoff to 020°. Takeoff began at 0441:11. Water/methanol injection was used (to 1st power reduction). At 0441:49, landing gear was retracted; 8 seconds later 1st power reduction was made, then a frequency change was approved. Captain noted they should climb to 1,500 feet msl (approximately 500 feet agl) before turning. At about 300 feet agl, aircraft entered overcast and began a steep right turn. CVR indicated captain was performing cockpit duties at this time and giving info to f/o about the departure. FDR showed aircraft reached max alt of 423 feet agl and began descending. At 0442:22, captain remarked to f/o, 'don't go down . . . Get up . . . Up up up . . . Up, oh!' At about that time, aircraft hit in an open field, but continued flying for approximately 3/4 mile. It then hit a tree and crashed in a wooded area. Investigation revealed that during several training flights and 2 check flights, the f/o demonstrated difficulty in performing instrument flight due to disorientation, narrow focus of attention, or lack of instrument scan (instrument fixation), especially during high task workload. Both pilots were killed.

Avro 748

A BAe-748 cargo plane was destroyed when it crashed while on approach to Ottawa International Airport, ON (YOW), Canada. Both pilots were killed. The airplane had arrived at Montreal-Dorval International Airport, QC (YUL) following a cargo flight from Dayton, OH, USA. All the cargo was unloaded in Montreal and the aircraft departed at 09:58 for Ottawa on an instrument flight rules (IFR) flight plan. The en route phase of the flight were uneventful. At about 10:19, while the aircraft was in level cruise flight at 3000 feet at approximately 200 knots indicated airspeed (KIAS), the flight data recorder (FDR) recorded a full-up deflection of the left aileron and a full-down deflection of the right aileron, and the aircraft began a roll to the left at a high rate. The right aileron remained at the fully-deflected position for a period of three seconds, and then, over the next seven seconds, the deflection gradually decreased by about five degrees. During the same 10-second period, the left aileron remained nearly fully deflected for the first eight seconds, then the deflection decreased by about five degrees during the next two seconds. By this time, the aircraft had rolled through approximately 460 degrees, and the aircraft nose had dropped 20 to 30 degrees below the horizon. At this point, the ailerons suddenly returned to about the neutral position and remained there for the last three seconds of the flight. The aircraft bank angle remained at approximately 90 degrees of left bank with a maximum vertical g of 4.7 recorded. The aircraft struck the ground at an airspeed of approximately 290 KIAS after a heading change of about 75 degrees left of the cruise heading. At impact, the aircraft bank angle was nearly 90 degrees left and the pitch angle was 41 degrees down. The time from the initial aileron deflection to ground impact was approximately 18 seconds.

De Havilland DHC-6 Twin Otter

Upon landing about 35 miles east of North Ice Camp, one of the wheels broke through the ice. The aircraft came to rest and was abandoned. No one was injured. The airplane was engaged in a scientific mission on behalf of the University of Washington.

De Havilland DHC-6 Twin Otter

The airplane was being used for a series of flights between Frobisher (YFB) and Brevoort Island, a distance of 119 nm. These flights were conducted under visual flight rules (VFR) with a Flight Notification filed at Frobisher. Two return flights were accomplished without incident and the aircraft was flown back to Brevoort for another round trip. On the final flight the aircraft, with the same two pilots and with seven passengers, left Brevoort at 21:57 hours local time enroute to Frobisher. The pilots contacted Frobisher Flight Service Station (FSS) at 22:31 reporting at 6000 feet altitude estimating Frobisher in 15 minutes. Upon receiving the latest weather indicating conditions below VFR limits, they requested clearance for "Special VFR". This clearance was granted. Another weather report was transmitted by the Frobisher FSS giving the 22:44 observation in which the ceiling had lowered to 400 ft with the visibility at 8 miles and the wind from 190 deg M at 22 knots. The pilot stated they would make a front course ILS approach to runway 36 with a landing on 18. At 22:58 they were issued a clearance for an ILS approach. They subsequently reported outbound at procedure turn altitude and at that time confirmed their planned approach for runway 36 with circling for 18. This was the last radio transmission from C-GROW. The Twin Otter was seen flying north along the runway. It then struck high ground about 1200 feet east of the runway and about 100 feet above runway level. The aircraft was destroyed and all nine occupants were killed.

De Havilland DHC-6 Twin Otter

On final approach to Frobisher Bay Airport, while passing 40 feet over the runway threshold, the twin engine airplane rolled to the left and descended out of control, causing the left wing to struck the ILS antenna. The left engine was torn off and the airplane crashed nose first and came to rest upside down on the left side of the runway. Five occupants were injured while one the pilot was killed.

Noorduyn Norseman

After touchdown at Ottawa Airport, the single engine airplane deviated from the runway centerline to the left. The pilot increased engine power to attempt a go around when the aircraft struck a snow bank on the left shoulder and crashed upside down. Both occupants were seriously injured and the aircraft was destroyed.