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signalling rescuers to reveal their location. They were unable to assist at least six individuals trapped inside the aircraft by the crash, until long after rescuers arrived. The flight crew did find pry bars; however they were not capable of doing anything with these which were a combination of tools in a short package. There was a long delay of almost 4 hours, in rescuing passengers, due to the fact that the jaws of life and a power saw were needed to extricate the passengers, and these had to be obtained from Camp
Gagetown. There was also a delay due to the fact fire services expected the plane to catch fire, and were unable to make a safe entry. Eventually ambulance attendants made the first entry.
366:, and caused heavy damage to the underside of the aircraft. All electrical power except the emergency lighting was lost. By this time, the engines had reached full power, and the aircraft was rolling on its main gear, off the right side of the runway, through the snow, until it hit a ditch that ran parallel to the runway. This sent the plane airborne, where it flew about 1,000 feet (300 m), struck some trees, and finally came to rest. One large tree had entered the cabin through the main passenger door and cut a path in the fuselage through the first five rows of seats.
339:
captain approved the landing, and the first officer, who was the pilot flying, responded that he would land the plane. Once the first officer disengaged the autopilot, the aircraft drifted left of the centre line of the runway and above the proper glidepath, and, as the plane approached 80 feet (24 m) above ground level, the first officer reduced the engine thrust to idle speed. The captain, knowing the plane was off centre and unsure how much runway was left, ordered a go-around; the first officer had independently come to the same conclusion at about the same time.
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The weather in
Fredericton was difficult—reported weather gave 100 feet (30 m) of vertical visibility and 1/8 of a mile in horizontal visibility. With the runway lights, the runway visibility was 1,200 feet (370 m) for landing on runway 15. At 200 feet (61 m) above ground level the
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The CRJ (CL-65) aircraft was not equipped with an emergency locator transmitter, nor was one required. This, combined with the snow, fog, and darkness, hampered rescue efforts as the first responders did not arrive until 90 minutes after the incident. Passengers and crew also had no means of
329:
attempt in
Fredericton. All passengers and crew survived, despite a 1-hour, 30-minute emergency response time and inadequate emergency training of the flight crew. The aircraft was damaged beyond repair and written off, making the accident the second hull loss of a CRJ100.
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The aircraft banked sharply to the right until the wingtip contacted the runway, bending the wing upwards by four feet. Then the aircraft levelled off until the nose contacted the runway. This broke off the right winglet and the nose landing gear, destroyed the
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commands and once the aircraft stopped, immediately evacuated the aircraft with the assistance of an off-duty flight attendant. Some passengers could not be extricated and required rescue from the Fire
Services.
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There was no fire on board the aircraft, no fatalities, and many on board were able to evacuate safely. A number of severely injured passengers had to be extracted from the aircraft with the "
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Given the weather conditions, runway conditions, and first officer experience, the decision to allow the first officer to land the plane was questionable, though within policy.
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probe listed 29 causes and contributing factors and an additional 16 aggravating factors in the crash and rescue performance, including the following:
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The published go-around procedure did not account for the time required for the engines spin up to sufficient thrust for go-around after idling.
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activated. Although the first officer reduced the back pressure on his control column, the aircraft continued to pitch up, and soon went into a
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A go-around without ground contact would not have been possible at the altitude it was ordered due to weather conditions and wing performance.
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The flight crew was not trained according to legal requirements in emergency procedures, including go-around, rescue and emergency exits.
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474:"ASN Aircraft accident Canadair CL-600-2B19 Regional Jet CRJ100ER C-FSKI Fredericton Airport, NB (YFC)"
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Stall-recovery training did not account for the weather conditions at the time of the crash.
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C-FSKI, the aircraft involved, photographed in May 1995.
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Accidents and incidents involving the
Bombardier CRJ200
773:
Montreal-Pierre Eliott
Trudeau International Airport
51:. Unsourced material may be challenged and removed.
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1675:
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512:. Transportation Safety Board. April 15, 1999
342:Immediately, the first officer advanced the
1330:Toronto Pearson International Airport heist
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447:"Accident Air Canada Flight 646 Crj C-FSKI"
164:Stall during attempted low-energy go-around
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1437:Merpati Nusantara Airlines Flight 106
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778:Toronto Pearson International Airport
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373:, during the crash sequence, shouted
227:Toronto Pearson International Airport
1050:Canadian Pacific Air Lines Flight 21
940:Saint-Donat RCAF Liberator III crash
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175:, Fredericton, New Brunswick, Canada
49:adding citations to reliable sources
20:
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325:(CL-65) jet crashed after a failed
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1567:Austral LĂneas AĂ©reas Flight 2553
1042:Trans-Canada Air Lines Flight 831
1007:Trans-Canada Air Lines Flight 810
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314:. On December 16, 1997, at 23:48
173:Fredericton International Airport
1597:Russian Air Force Antonov An-124
1527:Royal Brunei Airlines Flight 839
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1607:Tajikistan Airlines Flight 3183
991:Trans-Canada Air Lines Flight 9
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1427:Stavropolskaya AA Flight 1023
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799:Calgary International Airport
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570:September 30, 2007, at the
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149:December 16, 1997
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932:American Airlines Flight 1
565:Plane Crash in Fredericton
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546:Pigott, Peter (2016).
531:Pigott, Peter (2014).
16:1997 aviation accident
1699:1997 in New Brunswick
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124:Air Canada Flight 646
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453:. Airfleets aviation
45:improve this article
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550:. Canada: Dundurn.
535:. Canada: Dundurn.
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229:, Toronto, Ontario
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34:This article
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1332:(April 2023)
1297:(March 2015)
1246:(March 2009)
1184:
1168:(March 1989)
1152:(March 1984)
1142:Gimli Glider
1125:(March 1979)
792:Focus cities
705:Subsidiaries
696:Destinations
666:
661:Gimli Glider
547:
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514:. Retrieved
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487:September 1,
485:. Retrieved
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383:jaws of life
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352:stick shaker
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214:Registration
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101:January 2011
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43:Please help
38:verification
35:
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1714:Fredericton
1281:(July 2011)
1273:(July 2010)
1195:(June 1998)
1144:(July 1983)
1117:(June 1978)
1087:(June 1972)
1079:(July 1970)
1052:(July 1965)
304:Fredericton
234:Destination
1678:Categories
1001:(May 1956)
993:(May 1954)
679:Flight 759
673:Flight 624
667:Flight 646
655:Flight 797
649:Flight 189
643:Flight 621
613:Air Canada
433:References
316:local time
312:Air Canada
266:Fatalities
250:Passengers
199:Air Canada
153:1997-12-16
71:newspapers
327:go-around
282:Survivors
242:Occupants
877:Category
843:Aeroplan
689:Services
568:Archived
334:Accident
323:CRJ100ER
320:Canadair
274:Injuries
195:Operator
180:Aircraft
141:Accident
1387: (
1385:in 1997
620:History
516:May 11,
457:May 11,
296:Toronto
161:Summary
151: (
85:scholar
1643:Dec 28
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822:People
681:(2017)
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389:Rescue
364:radome
318:, the
218:C-FSKI
208:ACA646
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967:1950s
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356:stall
92:JSTOR
78:books
1389:1997
766:Hubs
518:2018
489:2020
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402:The
369:The
258:Crew
169:Site
146:Date
64:news
748:Zip
302:to
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