The list of incidents with the Fokker F28 provides an overview of incidents resulting in death or total loss of Fokker F28 Fellowship aircraft .
From 1972 to February 2019 there were 45 total losses of F28. In 21 of them there were 775 fatalities. The loss rate of the aircraft was (up to 2017) 4.51 total losses per 1 million flights. Among the jet-powered commercial aircraft with a maximum take-off weight of over 27,216 kg (60,000 lbs) built outside the Soviet Union or the Commonwealth of Independent States since 1960 , the F28 has the highest loss rate after the Concorde. Examples:
On December 23, 1972 an F28-1000 of the Braathens SAFE (today SAS Norge) ( aircraft registration LN-SUY) was flown into a mountain while approaching Oslo-Fornebu airport (CFIT, Controlled flight into terrain ). In the accident 40 of the 45 occupants were killed (all 3 crew members and 37 passengers). During the approach, the master had a private radio conversation with the air traffic controller about Christmas topics. The machine got more than 7 kilometers off course and 500 meters under the glide path until it finally hit the forest 16 kilometers west of the airport (see also Braathens SAFE flight 239 ) .
On December 28, 1972, an Iberia F28-1000 (EC-BVC) had an accident on a training flight at Bilbao Airport . After a warning about asymmetrically extended landing flaps, a landing was carried out with the flaps retracted, in heavy rain and a tail wind. In addition, it was touched down late, so that the machine rolled over the end of the runway and got into bumpy terrain, where it broke into three pieces. All four pilots (the only occupants) survived.
On January 1, 1974, an Itavia F28-1000 (I-TIDE) got too low on approach to Turin Airport , brushed trees and a building 3.7 km south of it and fell on its back. Of the 42 people on board, 38 were killed.
On January 26, 1974, when an F28-1000 operated by Türk Hava Yollari (TC-JAO) took off from Izmir Airport , a serious accident occurred . There was a stall at a height of eight to ten meters , the machine suddenly turned to the left and crashed 100 meters from the runway. 66 of the 73 inmates were killed. The plane was supposed to fly to İstanbul-Ataturk. The causes of the accident were excessive rotation (lifting of the nose) and hoar frost on the wings (see also Turkish Airlines flight 301 ) .
On January 30, 1975, the pilots of an F28-1000 of the Türk Hava Yollari (TC-JAP) coming from Izmir had to abort their already initiated landing approach because the runway lights had failed at Istanbul-Yesilköy airport . After this was restored and the crew asked for permission to land, air traffic control instructed them to fly an extended holding pattern due to the imminent take-off of another aircraft. When the air traffic controllers tried to make contact with the machine ten minutes later, they received no answer because the pilots had flown the machine 30 kilometers west into the water ( controlled flight into terrain ). The remains of the occupied with 38 passengers and four crew members were machine only seven years later on the basis of the Marmara Sea located (see Turkish Airlines Flight 345 ) .
On April 9, 1975, came at the start of the F28-1000 Itavia ( I-TIDA ) from Bergamo airport to a stall . The aircraft sank back onto the runway and stopped 200 m from the end of the runway. All 31 occupants survived the accident. The machine was a total write-off.
On September 24, 1975 from grazed Jakarta coming Fokker F28-1000 of Garuda Indonesia (PK-GVC) with the Christian name Makahem that just a traffic pattern for landing at the airport Palembang flew in fog with visibility of 50 meters a coconut tree and crashed four kilometers from the airport. There were 61 people on board. The four-person crew and 21 of the 57 passengers were killed. In addition, a person was killed on the ground.
On March 1, 1978, a Fokker F28-1000 of Nigeria Airways (5N-ANA) collided in the air while approaching Kano with a MiG-21U fighter aircraft of the Nigerian Air Force . All five crew members, 11 passengers and the two pilots of the fighter jet died.
On March 6, 1979, a Fokker F28-1000 from Garuda Indonesia (PK-GVP) with the name Sambas took off from Denpasar for a domestic flight to Surabaya . The flight was supposed to take 30 minutes, there were no people on board apart from the four crew members. After 22 minutes in the air, the machine descended against the Bromo volcano at an altitude of 1900 meters . Nobody on board survived.
On July 11, 1979, a Fokker F28-1000 from Garuda Indonesia (PK-GVE) with the name Mamberano took off from Palembang for a domestic flight to Medan . The flight was supposed to take 80 minutes, there were 57 passengers and 4 crew members on board. The captain announced over the radio that he would maintain an altitude of 1,800 meters. A few minutes later, however, he flew the machine at an altitude of 1700 meters against the 2212 meter high Sibayak volcano . Nobody on board survived.
On December 23, 1979, an F28-1000 (TC-JAT) of the Türk Hava Yollari on the way from Samsun Airport to Ankara with a total of 41 passengers and 4 crew members on board was approached against a hill, 32 kilometers north of the destination airport Ankara Airport -Esenboğa near Kuyumcuköy. The approach was supposed to be performed using the instrument landing system, but the aircraft deviated from the approach route and was destroyed in the process. Of the total of 45 occupants, 41 were killed, including three of the four crew members and 38 of the 41 passengers.
On March 20, 1982, a Fokker F28-1000 from Garuda Indonesia (PK-GVK) , which had started in Jakarta-Kemayoran , overran the runway by 700 meters when landing at Bandar Lampung Airport and went up in flames. All 27 people on board died in the accident. It had rained heavily during the landing.
On June 2, 1983, a Fokker F28-3000RC from Garuda Indonesia (PK-GFV) with the name Selegan , which was to perform a domestic flight from Bandar Lampang to Jakarta-Kemayoran , barely gained any height after take-off and fell 138 meters behind the runway from. There were 57 passengers and 4 crew members on board. Three people died, including one passenger. It was assumed that the cause of the accident was that the checklists were not properly processed before take-off, so that the buoyancy aids were not activated.
On November 28, 1983, a Fokker F28-2000 of Nigeria Airways (5N-ANF) was flown into the area on a domestic flight from Lagos to Enugu three kilometers from the runway in fog and caught fire. The area in front of the airport was flat; the pilots had initially flown over it at a height of 90 meters, but then allowed the aircraft to sink further in its landing configuration. On contact with the ground, the landing gear was torn off, the machine slid its fuselage over the terrain and the wings broke off, whereupon a fire broke out. Two of the six crew members and 51 of the 66 passengers were killed in the accident.
On October 25, 1988, a Fokker F28-1000 Aeroperú (OB-R-1020) took off from Juliaca Airport , but hardly gained any altitude. When both the landing gear and the buoyancy aids were then retracted and the thrust was reduced at the same time, the machine stayed a few meters above the ground in the air before it fell 1.8 kilometers behind the runway onto a road that was surrounded by ditches on both sides . Then the machine slid 220 meters further into a river bed. There were 65 passengers and 4 crew members on board the machine. 12 people, including 11 passengers, were killed in the accident (see also Aeroperú flight 772 ) .
On 10 March 1989, a Fokker F28-1000 crashed (C-FONF) of Air Ontario near the airport of Dryden , Ontario on the way from Thunder Bay to Winnipeg on Dryden 49 seconds after lifting off. 21 of 65 passengers and 3 of 4 crew members were killed. Due to the defective auxiliary power unit (APU), an engine had to run on the ground. However, de-icing was forbidden and therefore did not take place, which led to the crash (see also Air Ontario flight 1363 ) .
On November 25, 1989, when a Fokker F28-4000 of Korean Air (HL7285) took off from Gimpo Airport, a partial loss of thrust occurred . The pilots lost control and aborted take-off, with the machine overshot the runway end and damaged so badly that it had to be written off as a total write-off. All 48 occupants survived the accident.
1990 to 1999
On March 22, 1992, a USAir Fokker F28-4000 (registration number N485US ) crashed into Flushing Bay on its flight to Cleveland due to icy wings when taking off from New York-LaGuardia Airport . Of the 51 people on board, 27 died (see also USAir flight 405 ) .
On July 1, 1994, the worst accident involving a machine of this series occurred when a Fokker F28-4000 of Air Mauritanie (5T-CLF) , which had taken off from Nouakchott , crashed while landing in Tidjikja . The machine had previously got into a sandstorm, which is why the pilots had to abort several approaches. During the last attempt, the machine hit the runway hard, causing the landing gear to collapse. The Fokker came off the slope to the side and slid against a protruding rock area. The machine went up in flames. 80 of the 93 people on board died, including the entire crew and 76 of the 89 passengers (see also Air Mauritanie flight 625 ) .
On October 12, 1994, an F28-1000 of Iran Aseman Airlines (EP-PAV) had an accident en route from Isfahan to Tehran-Mehrabad with 59 passengers and seven crew members on board. Both engines failed 35 minutes after taking off from Isfahan and the plane crashed near Natanz . All 66 people died in the accident (see also Iran-Aseman-Airlines flight 746 ) .
On November 30, 1994, a Fokker F28-4000 of Merpati Nusantara Airlines (PK-GKU) , which had taken off from Jakarta , landed at Semarang Airport late in heavy rain, rolled over the runway and fell into a ditch the fuselage broke into three parts. All 85 people on board survived the accident.
On 31 May 1995, a Fokker F28 crashed (P2-ANB) of Air Niugini on a flight from Lae to Madang on landing. After a first, aborted approach, she touched down on the runway too late. Due to aquaplaning , the machine slipped into a ditch. The 39 occupants were not harmed, but the machine had to be written off as a total loss.
On November 16, 1997, a Fokker F28-1000 accident (P2 ANH) of Air Niugini on a domestic flight from Wewak to Lae on landing. The machine came off the runway and slid into a ditch. The 41 passengers and 4 crew members were uninjured, the machine had to be written off as a total loss.
2000 to 2009
On July 18, 2000, a Fokker F28-4000 of Iran Aseman Airlines (EP-PAU) was so badly damaged on landing in Ahwaz that the aircraft had to be written off. After touching down for the first time, the machine jumped up in thick fog, touched down again next to the runway and was still launched and landed again. All 88 inmates survived.
On January 9, 2003 a Fokker F28-1000 of the TANS Perú flew against the mountain Cerro Coloque during the approach to Chachapoyas . All 46 occupants were killed in the accident. The wreckage of the machine was found by the rescue team two days after the crash. The crashed Fokker was the presidential plane of the Peruvian government until 1995 (see also TANS-Perú flight 222 ) .
