|Date:||Sunday 5 July 1970|
|Type:||McDonnell Douglas DC-8-63|
|C/n / msn:|| 46114/526|
|First flight:|| 1970|
|Total airframe hrs:||453|
|Engines:|| 4 Pratt & Whitney JT3D-7|
|Crew:||Fatalities: 9 / Occupants: 9|
|Passengers:||Fatalities: 100 / Occupants: 100|
|Total:||Fatalities: 109 / Occupants: 109 |
|Airplane damage:|| Destroyed|
|Airplane fate:|| Written off (damaged beyond repair)|
|Location:||11 km (6.9 mls) N of Toronto International Airport, ON (YYZ) (Canada)
|Phase:|| Landing (LDG)|
|Nature:||Domestic Scheduled Passenger|
|Departure airport:||Montreal-Dorval International Airport, QC (YUL/CYUL), Canada|
|Destination airport:||Toronto International Airport, ON (YYZ/CYYZ), Canada|
PROBABLE CAUSE: The Canadian investigation report did not conform to ICAO standards and did not contain a probable cause as such.
As a result of this accident, the Federal Aviation Administration issued Airworthiness Directive AD 70-25-02 cautioning pilots against in-flight operation of ground spoilers by requiring the installation of a warning placard in the cockpit and the insertion of an additional Operating Limitation in the Flight Manual.
On June 23, 1973, a Loftleidir DC-8-61 (N8960T) made a short, hard landing, after the first officer had inadvertently activated the ground spoilers during the final phase of the landing approach. The aircraft was damaged extensively when it hit the runway, and injured 38 persons. Therefore the NTSB issued safety recommendations A-73-111 and -112 on December 9, 1973. These recommended the FAA to 1) Require that a protective device be installed as a part of the activating lever mechanism of the ground spoiler system in DC-8 aircraft; and 2) Amend 14 CFR 25 (Airworthiness Standards) to require that ground deceleration devices which directly affect the lift generated by the wings be designed so that they cannot be inadvertently operated in flight.
Responding to recommendation A-73-111, the FAA issued another Airworthiness Directive (AD 74-04-02), a.o. regarding the installation of a spoiler handle lockout.
Regarding A-73-112, the FAA believed that FAR 25.671, 25.685, 25.697 and especially FAR 25.697(b) and 21.21(b) (2), as presently written, are adequate to ensure airworthy designs.
The NTSB closed the recommendation May 1974, filing it as "closed -- unacceptable action".
This map shows the airport of departure and the intended destination of the flight. The line between the airports does not
display the exact flight path.
Distance from Montreal-Dorval International Airport, QC to Toronto International Airport, ON as the crow flies is 503 km (315 miles).