Vancouver

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.

Suffered an accident in Vancouver during the year 1960. The exact date remains unknown. There were no injuries but the aircraft was written off. It was operated on behalf of the Canadian Department of Transportation.

At approximately 1411LT the aircraft departed Port Hardy on a scheduled flight to Vancouver with a crew of three and fifteen passengers on board. Five minutes after takeoff the pilot informed the control tower that he was returning because of elevator control trouble. The aircraft made a long final approach to runway 15 and at 1420LT touched the runway and bounced. At this point, the aircraft was observed to make an exceptionally sharp climb and it appeared that full power was applied. However, at the top of this steep climb, the aircraft stalled and fell to the ground in a nose-down attitude, the right wing striking first, and burst into flames almost instantly. The stewardess and three passengers were the only survivors.

Flight 810-9 was a scheduled flight from Vancouver to Toronto. It carried a crew of 3 and 59 passagers. A cruising altitude of 19,000 feet was selected. The aircraft departed Vancouver at 1810 hours Pacific standard time on 9 December 1956 and was cleared by Air Traffic Control to Calgary Airport via Mud Bay, Abbotsford and Cultus Lake (Red 75 and Red 44). The flight made the normal position reports giving altitude and reported icing beginning at 16 000 feet, moderate turbulence 16 000 feet to 18 000 feet, heavy jolts at 19 000 feet and at 1848 requested clearance to 21 000 feet. At 1852, 810 reported a fire in No. 2 engine, that this engine had been shut down and that the aircraft was returning to Vancouver via Cultus and Abbotsford. Shortly afterwards the flight reported difficulty in maintaining height and requested clearance to descend on Green 1. The last altitude reported by Flight 810 was just above 15 000 feet which would be maintained if possible. At 191 0 hours Flight 810 reported passing Hope, the altitude was not given but clearance to descend to 10 000 feet was requested. ATC cleared 810 to cross the Vancouver range at 8 000 feet or above. Flight 810 acknowledged and this was the last radio contact. All through this latter part of the flight the tone of the voice in the radio transmission, as recorded on TCA tape, did not suggest undue concern by the crew of 810. Nothing more was heard of the aircraft until a part was dis- covered by mountaineers on 12 May 1957, when they .were climbing Mt Slesse, at approximately the 7 600-foot level, adjacent to the third highest peak.

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.

Crashed in unknown circumstances into the sea off Vancouver Airport. There were no casualties.

While cruising at an altitude of 6,000 under IFR rules, the four engine aircraft collided with a RCAF North American T-6 Harvard registered 3309. Sole on board, the pilote just took off from Moose Jaw Airfield for a local training mission. Following the collision, both aircraft went out of control and dove into the ground. The Harvard crash on a golf course while the North Star crashed onto a house located in the suburb of Moose Jaw. The pilot of the Harvard was killed as well as all 35 occupants on board the TCAL aircraft and one people inside the house.

The four engine aircraft was performing a flight from Vancouver to Montreal with an intermediate stop in Edmonton on behalf of the 426th Transport Squadron. On the leg from Vancouver to Edmonton, the crew encountered icing conditions when an engine failed. The captain decided to return to Vancouver for a safe landing when on approach, he encountered poor weather with rains falls and icing conditions. On final, the aircraft banked left and right, causing the right wing to hit the runway surface. On impact, the right wing was sheared off and the aircraft went out of control and came upside down. It then slid for dozen yards before coming to rest at the edge of a ditch. All 51 occupants were miraculously evacuated safely while the aircraft was destroyed.

On a flight from Vancouver to San Diego, the four engine aircraft crashed on the Iron Mountain located in the Syskiyou Mountain Range, southern Oregon. All ten crew members were killed.
Crew:
F/O Joseph Yvon Aurele Elias Bourgeois,
F/O John William Brownie,
F/O Robert James Calder,
F/O David Fair Lancaster Ellis,
F/O Kenneth Edgar Elsden,
LAC John Haraldson,
F/O Harry Charles Maddick,
Cpl Donald Gordon Lancaster Spence,
F/O Cyril Jerome Lancaster Williams,
LAC William Henry Waldron.

While flying northeast of Vancouver, the twin engine aircraft hit a snowy mountain slope located near Widgeon Lake, west of Pitt Lake. Debris were found few days later and all five crewmen were killed.
Crew:
Flying Officer Murray Donald Hill,
Flying Officer Jack Wayne McIntosh,
Flying Officer Ernest Dorph Thygesen, 2.