Newfoundland & Labrador

The single engine aircraft departed Otter Creek near Goose Bay on a charter flight to a fishing lodge with three passengers and one pilot on board. The pilot reported he was in climb mode when the aircraft pitched forward and then nosed up before entering an uncontrollable nose-down descent, although it did not exhibit characteristics normally associated with an aerodynamic stall. It impacted the water hard, resulting in structural failure of the float supports and extensive damage to the fuselage. 'Lab Air 911', a Twin Otter medevac flight bound for Nain witnessed the incident and raised the alarm. All four occupants were rescued by boat while the aircraft sank in 55 feet of water.
Source: http://www.dhc-3archive.com/DHC-3_398.html

At 2320, Newfoundland daylight time, on 03 April 2001, the Royal Cargo flight, a Boeing 737-200, left Mirabel, Quebec, for a scheduled instrument flight rules cargo flight with two pilots on board. The flight was headed for Hamilton, Ontario; Mirabel; Halifax, Nova Scotia; St. John's, Newfoundland; and Mirabel. The flights from Mirabel to Halifax were uneventful. Before departure from Halifax, the pilot flying (PF) received the latest weather information for the flight to St. John's from the company dispatch; he did not ask for, or receive, the latest notices to airmen (NOTAMs). At 0545, the aircraft departed Halifax for St. John's. The PF was completing his line indoctrination training after having recently upgraded to captain. The training captain, who was the pilot not flying (PNF), occupied the right seat. After departure from Halifax, he contacted Halifax Flight Service Station (FSS) and received the latest weather report for St. John's, the 0530 aviation routine weather report (METAR). The weather was as follows: wind 050° magnetic (M) at 35, gusting to 40, knots; visibility 1 statute mile in light snow and blowing snow; ceiling 400 feet overcast; temperature -1°C; dew point -2°C; and altimeter 29.41 inches of mercury. The FSS passed runway surface condition (RSC) reports for both runways (11/29 and 16/34), including Canadian runway friction index (CRFI) readings of 0.25 for Runway 11/29 and 0.24 for Runway 16/34. The FSS specialist also provided the NOTAMs for St. John's, which included a NOTAM released more than five hours earlier advising of the unserviceability of the instrument landing system (ILS) for Runway 11. The flight crew had initially planned an ILS approach, landing on Runway 11 at St. John's. Because of the marginal weather, the loss of Runway 11/29, and his greater experience, the training captain decided to switch seats and assume the duties and full responsibilities as captain and PF. Returning to Halifax was not considered because the aircraft would be overweight for landing there. The option of diverting the flight to the alternate airport was also discussed by the crew; however, in the end, they felt that a safe landing was achievable in St. John's. At 0638:27, the PF contacted St. John's tower to ask if the approach to Runway 34 was still an option. The response indicated that Runway 34 was probably the only option because of the wind: 050°M (estimated) at 35, gusting to 40, knots. The ILS on Runway 11 was unserviceable, and the glidepath for Runway 29 was unserviceable. The only instrument approaches available were the localizer back course Runway 34 and the ILS Runway 16. Also, at about 0638, the Gander Area Control Centre (ACC) controller suggested to the crew that they obtain the 0630 automatic terminal information service (ATIS) for St. John's. The ATIS was reporting surface winds of 055°M at 20, gusting to 35, knots. The PNF attempted to obtain the ATIS information; however, because of a simultaneous radio transmission on the second VHF radio between the PF and St. John's tower, the ATIS information was not obtained. At 0641, the PNF contacted Gander ACC, which reported the winds at St. John's as 040°M at 13, gusting to 18, knots. The PNF pointed out the discrepancy in the two wind reports to the PF; however, there was no acknowledgement of the significance of the discrepancy. It was later determined that the discrepancy was an unserviceable anemometer at the St. John's airport due to ice accretion on the anemometer. The anemometer was providing a direct reading of the incorrect wind information to Gander ACC. Gander ACC was unaware of the unserviceability and unknowingly passed the incorrect wind information on to the flight crew. At 0644, Gander ACC transmitted a significant meteorological report (SIGMET), issued at 0412 and valid from 0415 to 0815, that included St. John's. The SIGMET forecast severe mechanical turbulence below 3000 feet due to surface wind gusts in excess of 50 knots. However, the crew may not have been listening to the SIGMET broadcast: while the ACC transmitted the SIGMET, the crew were discussing the application of an 18-knot quartering tailwind for the approach to Runway 16. This tailwind was well under the 50 knots described by the SIGMET. The crew did not acknowledge receipt of the SIGMET until prompted by the controller. Before the descent into St. John's, the crew discussed approach options. The approach to Runway 11 was discounted because of the unserviceability of the ILS, and Runway 34 was eliminated as an option because the weather was below its published approach minimums. The crew discussed the ILS approach to Runway 16. Although the PNF expressed concern about the tailwind, it was decided to attempt the approach because the wind reported by Gander ACC was within the aircraft's landing limits. In calculating the approach speed in preparation for the approach, there was confusion during the application of the tailwind and gust corrections to the landing reference speed (Vref ). The crew had correctly established a flap-30 Vref of 132 knots indicated airspeed (KIAS) and ultimately an approach speed of 142 KIAS. The approach speed calculations were derived using the incorrect wind information from Gander ACC; further, the crew added five knots for the gust increment to the nominal approach speed (Vref + 5 knots), that is, Vref + 10 knots. This incorrect calculation (adding the gust factor) was consistent with company practice at the time of the accident. During the descent, the crew also had difficulty completing the descent and approach checklists; there were several missteps and repeated attempts at completion of checks. Clearance for an ILS approach to Runway 16 was obtained from Gander ACC , and the crew was advised to contact St. John's tower. Just over two minutes before landing, the tower advised that the wind was 050°M (estimated) at 20, gusting to 35, knots and provided the following RSC report for Runway 16: Full length 170 feet wide, surface 30% very light dusting of snow and 70% compact snow and ice; remainder is 20% light snow, 80% compact snow and ice, windrow along the east side of the runway; friction index 0.20; and temperature -1°C at 0925. The aircraft crossed the final approach fix on the ILS glideslope at 150 KIAS. During the final approach, the airspeed steadily increased to 180 KIAS (ground speed 190 knots); the glidepath was maintained with a descent rate of 1000 feet per minute. From 1000 feet above sea level, no airspeed calls were made; altitude calls were made and responses were made. The Royal Boeing 737 operations manual states that the PNF shall call out significant deviations from programmed airspeed. In the descent, through 900 feet above sea level, the aircraft encountered turbulence resulting in uncommanded roll and pitch deviations and airspeed fluctuations of +/- 11 knots. At about 300 feet above decision height, the crew acquired visual references for landing. Approximately one minute before landing, St. John's tower transmitted the runway visual range, repeated the estimated surface wind (050°M [estimated] at 20, gusting to 35, knots), and issued a landing clearance to the aircraft; the PNF acknowledged this information. The aircraft touched down at 164 KIAS (27 KIAS above the desired touchdown speed of Vref), 2300 to 2500 feet beyond the threshold. Radar ground speed at touchdown was 180 knots. The wind at this point was determined to be about 050°M at 30 knots. Shortly after touchdown, the speed brakes and thrust reversers were deployed, and an engine pressure ratio (EPR) of 1.7 was reached 10 seconds after touchdown. Longitudinal deceleration was -0.37g within 1.3 seconds of touchdown, suggesting that a significant degree of effective wheel braking was achieved. With approximately 1100 feet of runway remaining, through a speed of 64 KIAS, reverse thrust increased to about 1.97 EPR on engine 1 and 2.15 EPR on engine 2. As the aircraft approached the end of the runway, the captain attempted to steer the aircraft to the right, toward the Delta taxiway intersection. Twenty-two seconds after touchdown, the aircraft exited the departure end of the runway into deep snow. The aircraft came to rest approximately 75 feet beyond and 53 feet to the right of the runway centreline on a heading of 235°M.

The flight was a pilot self-dispatched, non-scheduled cargo flight from Goose Bay to Davis Inlet, Newfoundland, and was operating as Speed Air 960 under a defence visual flight rules flight plan. Before the flight, the captain received weather information from the St. John's, Newfoundland, flight service station (FSS) via telephone and fax. The aircraft departed for Davis Inlet at 0815 Atlantic standard time (AST). The captain was the pilot flying (PF). During the first approach, the first officer (FO) had occasional visual glimpses of the snow on the surface. The captain descended the aircraft to the minimum descent altitude (MDA) of 1340 feet above sea level (asl). When the crew did not acquire the required visual references at the missed approach point, they executed a missed approach. On the second approach, the captain flew outbound from the beacon at 3000 feet asl until turning on the inbound track. It was decided that if visual contact of the surface was made at any time during the approach procedure, they would continue below the MDA in anticipation of the required visual references. The captain initiated a constant descent at approximately 1500 feet per minute with 10 degrees flap selected. The FO occasionally caught glimpses of the surface. At MDA, in whiteout conditions, the captain continued the descent. In the final stages of the descent, the FO acquired visual ground contact; 16 seconds before impact, the captain also acquired visual ground contact. At 8 seconds before impact, the crew selected maximum propeller revolutions per minute. The aircraft struck the ice in controlled flight two nautical miles (nm) from the airport (see Appendix B). During both approaches, the aircraft encountered airframe icing. The crew selected wing de-ice, which functioned normally by removing the ice.

The aircraft, a Pilatus PC-12, serial number 151, was on a scheduled domestic flight from St. John's, Newfoundland, to Goose Bay, Labrador, with the pilot, a company observer, and eight passengers on board. Twenty-three minutes into the flight, the aircraft turned back towards St. John's because of a low oil pressure indication. Eight minutes later, the engine(Pratt & Whitney PT6A-67B) had to be shut down because of a severe vibration. The pilot then turned towards Clarenville Airport, but was unable to reach the airfield. The aircraft was destroyed during the forced landing in a bog one and a half miles from the Clarenville Airport. The pilot, the company observer, and one passenger sustained serious injuries. The Board determined that the pilot did not follow the prescribed emergency procedure for low oil pressure, and the engine failed before he could land safely. The pilot's decision making was influenced by his belief that the low oil pressure indications were not valid. The engine failed as a result of an interruption of oil flow to the first-stage planet gear assembly; the cause of the oil flow interruption could not be determined.

Learjet L36A (serial number 033), N14TX, was on an instrument flight rules (IFR) flight from Grand Rapids, Michigan, to Stephenville, Newfoundland. At 0216 Newfoundland standard time (NST1), N14TX was cleared by Gander Area Control Centre (ACC) for an approach to the Stephenville airport. The co-pilot contacted the St. John=s Flight Service Station (FSS) and advised that they would be conducting an approach to runway 28. The FSS specialist relayed the latest Stephenville weather observation and runway surface condition report to the aircraft and requested that the crew advise St. John=s FSS when they had landed. When the crew of N14TX did not report after landing at Stephenville, the St. John=s FSS specialist advised Gander ACC that the aircraft was missing, and a search was begun. Initial information received by the agencies searching for the missing aircraft did not include the aircraft=s last recorded radar position. The wreckage was located approximately three hours and ten minutes after the aircraft was reported missing, within the airport perimeter, close to the last observed aircraft radar position. The aircraft struck a service road embankment in an inverted, wings-level attitude. The two crew members were fatally injured. The accident occurred during the hours of darkness at approximately 0238 NST.

The pilot of C-FFHF, a float-equipped de Havilland DHC-2 Beaver, departed the company camp at Ugly Lake, Labrador, en route to Goose Bay. Prior to arriving at Goose Bay, the pilot contacted an overflying Air Labrador flight and advised them that he had landed on a pond and that he needed the SAR (search and rescue) time extended on his flight plan. The pilot also said that he would be departing the pond shortly, en route to Goose Bay. When C-FFHF did not arrive at the destination by the SAR time of 2030 Atlantic daylight saving time (ADT), a search was commenced. Seven days later, an oil slick and a paddle with the company name on it were identified on a pond about 66 nautical miles (nm) north of Goose Bay. Divers located the aircraft wreckage in 120 feet of water. The aircraft was destroyed and the bodies of the pilot and passenger were located inside the wreckage.

Upon landing on the icy Kenty Lake, the right ski struck a snowbank, causing the gear to collapse. All three occupants were evacuated safely while the aircraft was damaged beyond repair.

The Cessna 402, with five persons on board, took off from Auburn, Indiana, USA, around 0630 local time (1130 Coordinated Universal Time (UTC)) for Schefferville, Quebec, with stops en route. Their final leg was from Montreal International (Dorval) to Schefferville, with Wabush, Newfoundland, as the alternate, and they took off at 1523 EDT (1923 UTC). The flights were conducted in accordance with instrument flight rules (IFR). While in cruising flight and west of Wabush, the pilot requested the weather conditions for Schefferville and Wabush. Because of poor conditions in Schefferville, the pilot decided to fly to his alternate, Wabush. During the ILS approach for runway 01, the aircraft was too high to complete the approach, and the pilot requested and received clearance to execute another one. During the missed approach, the pilot proceeded an unknown distance outbound and turned back toward the airport. During the inbound leg, the aircraft contacted trees on the side of a mountain, at an indicated altitude of 2,460 feet asl, and decelerated over a distance of about 900 feet. The aircraft came to rest 23 nautical miles north of the airport, on the extended centre line of runway 01, on a heading of 186 degrees magnetic. The aircraft crashed probably at just after 1907 ADT (2207 UTC) during the hours of darkness. All five occupants were injured.

After landing on runway 25 at Deer Lake Airport, the aircraft deviated to the right and veered off a snow covered runway. It lost its undercarriage and came to rest. Both pilots escaped uninjured while the aircraft was damaged beyond repair. It is believed that the crew encountered technical problems with the reverse system on the right engine.

While on a cargo flight from Nain to Goose Bay, the pilot reported problems to ATC and was cleared to descend from 7,500 to 3,500 feet. Shortly later, the aircraft entered an uncontrolled descent and stuck the ground in a 55° nose-down attitude some 51 southwest of Postville. The pilot, sole on board was killed. At the time of the accident, weather conditions were considered as good without any icing conditions or atmospheric turbulences.