the stopover in Dryden. Snow was falling gently that afternoon and a layer of of snow had accumulated on the wings. The wings needed to be deiced before takeoff, but the Fokker F28 aircraft is never supposed to be deiced while the engines are running because of a risk of toxic fumes entering the cabin of the aircraft. The pilot, therefore, did not request to have the wings deiced; at the time, airline instructions were unclear on this point, but the subsequent report was very critical of this decision. Fuel needed to be loaded and was done with the engine running while passengers were on board (known as a hot refuel). Off-loading and reloading passengers would have taken considerable time, and the longer the aircraft stayed on the ground, the greater was the need for the wings to be sprayed with deicing fluid. To prevent further delay and a greater possibility of a buildup on the wings, Captain Morwood decided to have the aircraft fueled while the engine was running and with passengers on board. This procedure was not then, and is not now, prohibited by Transport Canada. Airline instructions were also inconsistent. Result The accident investigation was subsumed into a judicial inquiry under a judge, Virgil P. Moshansky. His report showed that competitive pressures caused by commercial deregulation cut into safety standards and that many of the industry's sloppy practices and questionable procedures placed the pilot in a very difficult situation. The report also stated that the aircraft should not have been scheduled to refuel at an airport that did not have proper equipment, and that neither training nor manuals had sufficiently warned the pilot of the dangers of ice on the wings. Moshansky blamed Transport Canada for letting Air Ontario expand into the operation of bigger, more complicated aircraft without detecting the deficiencies of their existing aircraft. After the crash of Air Ontario Flight 1363, many significant changes were made to the Canadian Aviation Regulations. These included new procedures regarding refueling and deicing, as well as many new regulations intended to improve the general safety of all future flights in Canada. Specifically, these referred to the effectiveness of certain deicing fluids over time and the increased use of Type II fluid. This mixture includes polymerising agents, which make the deicing effect last longer. Another cause of the crash of Flight 1363 was delays in changes to deicing procedures