Midair collisions were not uncommon in European skies and RCAF aircraft were involved in several. On August 25, 1958, aircraft 18329 and 18379 collided over 2 Wing when number 2 of a four-plane broke into number 1 over the station. F/Os Ross Rayment, Gus Cooling and Bruce Kirkham died in the acident, as did two on the ground after one aircraft crashed into the station hospital. F/O Basil Pharoah, Rayment's navigator in the lead aircraft, managed to eject safely.
Another mid-air collision occurred January 23, 1962 when 18320 bumped with a 421 Squadron Sabre, 23421. The Clunk was lead in a two-ship and was crewed by F/Os Larry Mattson and Sandy Laing. F/Os George Young and TP O'Neil were in the other Clunk. F/O Jack Faulds, flying the Sabre, spotted the Clunks and came up to formate on the number 2. He then moved in close to the lead, but neither Mattson nor Laing had seen him. A collision ensued, with the Sabre's starboard wing slicing into the Clunk's tail, shearing off most of its port stabilizer/elevator. Despite serious damage, 18320 made a safe landing at Grostenquin and the Sabre also made it back. - (Web Site Comment - I met Sandy Laing in Camp Borden during the summer of 1968 when we were students on an Air Traffic Control VFR course).
Another incident on May 22, 1962, illustrates the seemingly endless hazards facing those flying the CF-100. The crew of Semadeni and Taggart of 423 Squadron were landing at Grostenquin in 18375. The RCAF report notes: "Pilot encountered difficulty in raising nose on overshoot owing to restriction in rearward travel of elevator (control column). Further checks verified a restriction in elevator travel. Straight in approach at 135 K was set up but over the undershoot area the aircraft sank radidly struck ground in 3-point attitude. Main undercarriage collapsed and aircraft skidded down runway on nosewheel and aft fuselage. Thirteen FOD items were found in aircraft. Phillips screw had jammed between a rivet on the floor and the elevator rocker arm. When the control column was moved rearwards with the screw in place, a dead stop at about 1/3 up elevator was experienced. Careless maintenance and workmanship were the culprits this time.
Updated: May 13, 2003
