![]() The wings were damaged in that the port wing was relatively intact, but separated from the rest of the aircraft and the starboard wing was fragmented (figure 2). The crash was high energy and the aircraft was extensively damaged, so that no information could be collected from the instruments or controls to indicate the cause of the crash (Mulvihill 1943). No crew members could be found outside of the main crash area. Dube was located and transported to the hospital. Unfortunately, the crash was severe and due to the full fuel load, burned too hot to allow for anyone to approach the main area of the crash the aircraft and surrounding trees were burning. The first priority for crash responders was to locate any survivors. He regained consciousness later when in the hospital (Mulvihill 1943).įigure 1: The tail of the aircraft where Cpl. ![]() The final thing he could remember was a loud explosion which he believed was a depth charge. Dube heard the crash and was thrown 40ft from the aircraft (figure 1). The aircraft leveled out again for a couple of seconds, then stated to fall once again. The aircraft began to climb, and then dropped suddenly. After a normal takeoff, Dube stated that the air was rough and once airborne, the flight was extremely rough. Both times they sounded normal” (Mulvihill 1943). Dube, as part of the takeoff preparations, the pilot “ran up his engines in front of the hangar and then again at the end of the runway. (A) and the final witness to see the aircraft before the crash that both engines were functioning prior to the crash but were using more power than normal.Īccording to the witness statement of Cpl. Dube and Captain George William John Gander, Commanding Officer of the 1st Aerodrome Defense Company C.A. The report concluded, based mainly on the witness testimony of Cpt. ![]() No witnesses reported any sputtering or backfiring of the engines, or other major indicators of engine trouble. Other witnesses saw both engines functioning, but said a whining noise indicated that the engines were using more power than normal prior to the crash. Some witnesses saw normal exhaust coming from the engines, but other witnesses reported the starboard exhaust flames going out, indicating the failure of that engine. The aircraft took off without issue and flew over the American side before crashing (map 1). But, according to the report, had ice formed in the carburetor the pilot would have noticed as he would not have been able to achieve takeoff speed with a full load. At a temperature of 31.5☏ (about 0☌) there was the potential that ice could have formed in the carburetor, but not on the wings. When Canso 9807 took off, the weather conditions consisted of fog coming in from the south with a ceiling of about 600ft but dropping rapidly. The maximum load for a Canso aircraft was 34,500 lbs., keeping the aircraft within the allowable weight. The aircraft was carrying a full load of gas (1,300 gallons) and of oil (80 gallons), and would have weighed approximately 33,150lbs. LAC Donald Harry Scott, R144305, signed off on the inspection work sheets. Prior to takeoff, on the evening of, the Canso 9807 was inspected as part of the daily inspections. Urbain Edmond Antoine Dube, 2nd engineer, who was located in the bunk compartment, was seriously injured, but survived the crash (Mulvihill 1943). The aircraft departed in radio silence on at 0631 GMT from runway 15 and crashed a minute later, killing six of the seven crew on board (Table 1). Royal Canadian Air Force Canso 9807 was requested to urgent operational duties, mainly convoy coverage.
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