Canadian Pacific Airlines - CP Air

The approach to Vancouver Airport was completed in poor visibility due to foggy conditions. Following a wrong approach configuration, the aircraft landed 1,000 feet past the runway threshold and to the right of the centerline. After touchdown, the captain decided to make a go-around when control was lost. The airplane veered off runway to the right, went through the tarmac and eventually collided with a terminal building. Seventeen occupants were injured while 43 others were unhurt. The copilot and one person in the terminal were killed. The aircraft was considered as damaged beyond repair. At the time of the accident, the horizontal visibility was limited to 200 meters due to fog with strong winds.

Flight 402 was a scheduled international flight from Hong Kong to Tokyo and Vancouver. It took off from Hong Kong at 1614 hours Japan Standard Time and was routed via Taipei, Kagoshima and Ohshima. At 1908 hours it flew over "Spencer Victor" at 25 000 ft and started to descend gradually; at 1912 hours it crossed "Rice Victor" at 18 000 it and two minutes later entered the Kisarazu holding pattern at 14 000 ft where it waited for an improvement of the weather conditions at Tokyo International Airport (TIA). At 1942 hours the flight notified Tokyo air traffic control that if the weather conditions failed to improve within 15 minutes, it would divert to Taipei (alternate airport). Ten minutes later, at 1952 hours the flight was advised by Tokyo ATC that the RVR was 2 400 ft and the pilot then asked for a clearance for approach and landing. The approach clearance was given and the aircraft proceeded to descend to 3 000 ft, in the holding pattern. However, the weather conditions at TIA worsened and the aircraft did not proceed with the approach. The pilot requested a clearance to divert to Taipei at 1958 hours and commenced climbing. At 2005 hours, while heading for Tateyama en route to Taipei the flight was advised by Tokyo air traffic control that visibility at TIA had improved to 4 mile with RVR 3 000 ft. Consequently, the pilot requested a clearance to return to Kisarazu and began descending from 11 500 ft. At 2011 hours the aircraft arrived over Kisarazu at 3 000 ft and began another approach under instructions of the GCA. At this time the flight was quite normal. When the aircraft was 8 NM from touchdown at an altitude of 1 500 ft, it was advised that there was a light tailwind 150015 kt and was cleared to land on runway 33R. The rate of descent for final approach was begun about 5.3 NM from touchdown at approximately 2012:58 hours. The aircraft was on course and on the glide path with a ground speed of approximately 174 kt, gradually decreasing to approximately 140 kt at 2 NM and 114 kt after passing 1 NM. When the aircraft reached one mile from touchdown, the GCA final controller noted that the aircraft was slightly below the GCA glide path and advised "20 ft low, level off momentarily". Nevertheless, the aircraft continued its approach 20 ft below and in parallel with the GCA glide path. After the aircraft passed the P.M. (precision minimum), the aircraft requested the intensity of the lights to be reduced. Shortly thereafter, the aircraft made a sharp descent and its main landing gear wheel struck No. 14 approach light 2 800 ft from touch- down point approximately in an attitude of level flight. Following this first contact, the aircraft struck the approach lights one by one until No. 3 damaging or destroying them, and at approximately 2015 hours crashed against the sea wall with the bottom of the fore-fuselage. Then, the aircraft was thrown over near the end of runway 33R, destroyed and caught fire. All 10 crew members and 54 passengers were killed while eight others were injured.

Flight 21 was a scheduled domestic flight from Vancouver, British Columbia, to Whitehorse, Yukon Territory via Prince George, Fort St. John, Fort Nelson in British Columbia and Watson Lake, Yukon Territory. At 1442 hours PST, the aircraft took off on an instrument flight plan for Prince George, via Victor 300 and Blue 22 airways. In the vicinity of Hope, north-bound on Blue 22 airway, it was sighted by CPA Flight 22 and communication was established. Shortly afterwards at 1517 hours Flight 21 requested and received clearance to proceed from its position north of Hope direct to Williams Lake, which track would pass to the west of Ashcroft. At 1529 hours, it reported to the Vancouver Air Traffic Control Centre that it had passed Ashcroft at 1527 hours at 16 000 ft and was estimating William Lake at 1548 hours. This transmission was acknowledged by the Vancouver Centre. At 1538 hours, Vancouver Centre called Flight 21 and did not receive a reply. About two minutes later, three "mayday" calls were heard by Vancouver Centre. At approximately the same time a four-engined aircraft, subsequently identified as Flight 21, was observed by witnesses flying in the clear over the Gustafson Lake area about 20 miles west of 100 Mile House, B.C. The aircraft appeared to be in normal flight when an explosion was heard, following which smoke was observed and the tail separated from the fuselage. The main portion of the wreckage assumed a nose down attitude and spiraled to the left until it crashed into a wooded area about 4.5 miles north of Gustafson Lake. The accident occurred at 1541 hours. There were no survivors among the 52 occupants.

The aircraft had arrived in Honolulu at 0507 hours Hawaiian standard time on 21 July as CPA Flight 323 from Vancouver, British Columbia, Canada. It was departing, the evening of 22 July, as Empress Flight 301 on a scheduled international flight for Nadi (Fiji Islands), Auckland (New Zealand) and Sydney (Australia). The night takeoff was commenced at 22:38 hours local time and approximately two minutes after becoming airborne and during the climbout a fire warning indication for No 1 engine was received in the cockpit. The No. 1 propeller was feathered and the tower controller was advised that the aircraft was returning to Honolulu. As an over-gross landing weight condition existed, fuel jettisoning in the amount of 35000 lb was carried out The jettisoning operation was completed at 23:06 hours following which the flight was vectored west of the outer marker to Intercept the ILS final approach course for runway 08. The three-engine landing approach appeared normal until the aircraft had proceeded beyond the runway threshold and had commenced its landing flare at an altitude of approximately 20 feet above the runway centreline. A go-around was attempted from this position, and the aircraft banked and veered sharply to the left. Initial ground contact was made by the left wing tip approximately 550 feet to the left of the runway centreline and approximately 700 feet beyond the threshold of the runway. The aircraft progressively disintegrated as it moved across the ground, then struck heavy earth-moving equipment parked approximately 970 feet from the runway centreline.

Flight 307 departed Vancouver, British Columbia at 1347 Bering standard time en route to Hong Kong, China, with a refueling stop at Cold Bay, Alaska and an intermediate stop at Tokyo, Japan, carrying a crew of 8 and 14 passengers. At 2011 the flight reported 100 miles out, estimating Cold Bay at 2036. It reported being over the Cold Bay range station outbound on a standard instrument approach at 2035, and at 2042 as completing a procedure turn and proceeding inbound. This was the last transmission from the flight. At 2045 the aircraft was observed to descend from the overcast north of the airport for a landing on runway 14 and cross the field at low altitude to the intersection of the two runways. At this point a shallow left turn was started and the aircraft went out of sight southeast of the airport. Shortly afterwards a fire was observed and it was ascertained that the aircraft had crashed. Eleven passengers and 4 crew members were fatally injured. The aircraft was destroyed by impact forces and a post crash fire.

The seaplane bounced on landing off Prince Rupert, plunged into the water and came to rest, broken in two. A pilot and a passenger were killed while 17 other occupants were injured. The aircraft sank but was later recovered. Written off.

The crew (five flying crew and six De Havilland engineers) were conducting a demo flight from London to Sydney to show this new jetliner to potential clients in Southeast Asia and Oceania. While taking off from runway 25 (2,500 meters long) at Mauripur Airbase, the airplane failed to get airborne, overran, hit several obstacles, went through a perimeter fence and eventually crashed in flames in a small river. The aircraft was destroyed by a post crash fire and all 11 occupants were killed.

The four engine aircraft left Vancouver at 1853LT bound for Tokyo-Haneda with an intermediate stop in Elmendorf AFB in Anchorage. While cruising along the Alaskan shore, vertical to the Cape Spencer, near Elfin Cove, the crew informed ground about his position and gave an estimate about 0000LT vertical to Yakutat. This was the last message as the airplane disappeared few minutes later. As the aircraft failed to arrive in Anchorage, SAR operations were conducted but no trace of the aircraft nor the 37 occupants was found. All operations were eventually suspended on October 31, 1951.

The approach to Penticton was started in marginal weather conditions when the aircraft hit several trees. While contacting trees, the left wing was sheared off, the aircraft rotated to the left and crashed in a snow covered and wooded area located on the Mt Okanagan, about 27 km north of the Penticton Airport. Sixteen occupants were evacuated, some of them were injured. Unfortunately, both pilots were killed in the accident.

After touchdown in Haneda Airport, the four engine aircraft christened 'Empress of Vancouver' encountered difficulties to stop. It overran and eventually plunged into the bay of Tokyo. All 15 occupants were quickly rescued while the aircraft was lost.