Fokker F28 Fellowship

Thirty-five minutes after takeoff from Isfahan Airport, while cruising by night at the altitude of 18,000 feet, the aircraft entered an uncontrolled descent and crashed 47 seconds later on the slope of a mountain located in the Kharkas Mountain Range, near Natanz. The wreckage was found few hours later in an isolated area, near a telecommunication relay. The aircraft disintegrated on impact and all 66 occupants were killed.

On approach to Tidjikdja Airport, the crew encountered poor visibility due to a sandstorm. Unable to establish a visual contact with the runway, the captain initiated a go-around procedure. Few minutes later, the crew attempted a second approach while the weather conditions did not improve. At a height of about 25 metres above the airfield, the aircraft nosed down and violently struck the runway surface. Upon impact, the undercarriage were torn off and out of control, the aircraft veered off runway and eventually collided with rocks, bursting into flames. Thirteen passengers were rescued while 80 other occupants were killed.

Following an uneventful flight from Ambon, the crew was cleared to descend to Sorong-Jefman Airport. On final, the pilot encountered poor visibility due to heavy rain falls and failed to realize his altitude was insufficient. On short final, the aircraft struck a promontory located 3,000 feet short of runway 22. Upon impact, the left main gear was torn off and the aircraft crashed in shallow water. Two passengers were rescued while 41 other occupants were killed.

USAir flight 405 was scheduled to depart Jacksonville, FL (JAX) at 16:35 but was given a ground delay because of poor weather in the New-York-LaGuardia (LGA) area and was further delayed in order to remove the baggage of a passenger who chose to deplane. The Fokker F-28 jet departed Jacksonville at 17:15 and was cleared into the LaGuardia area without significant additional delays. The first officer accomplished an ILS approach to LaGuardia's runway 04 to minimums and initiated braking on the landing roll. Ramp congestion delayed taxiing to the parking gate. The airplane was parked at Gate 1 at approximately 19:49, 1 hour and 6 minutes behind schedule. After the airplane was parked at Gate 1, the line mechanic who met the flight was advised by the captain that the aircraft was "good to go." The captain left the cockpit and the first officer prepared for the next leg to Cleveland , OH (CLE) that had originally been scheduled to depart at 19:20. Snow was falling as the F-28 was prepared for departure. The airplane was de-iced with Type I fluid with a 50/50 water/glycol mixture, using two trucks. After the de-icing, about 20:26, one of the trucks experienced mechanical problems and was immobilized behind the airplane, resulting in a pushback delay of about 20 minutes. The captain then requested a second de-icing of the airplane. The airplane was pushed away from the gate to facilitate de-icing by one de-icing truck. The second de-icing was completed at approximately 21:00. At 21:05:37, the first officer contacted the LaGuardia ground controller and requested taxi clearance. The airplane was cleared to taxi to runway 13. At 21:07:12, the flightcrew switched to the LaGuardia ground sequence controller, which they continued to monitor until changing to the tower frequency at 21:25:42. The before-takeoff checklist was completed during the taxi. Engine anti-ice was selected for both engines during taxi. The captain announced that the flaps would remain up during taxi, and he placed an empty coffee cup on the flap handle as a reminder. The captain announced they would use US Air's contaminated runway procedures that included the use of 18 degrees flaps. They would use a reduced V1 speed of 110 knots. The first officer used the ice (wing) inspection light to examine the right wing a couple of times. He did not see any contamination on the wing or on the black strip and therefore did not consider a third de-icing. Flight 405 was cleared into the takeoff and hold position on runway 13 at 21:33:50. The airplane was cleared for takeoff at 21:34:51. The takeoff was initiated and the first officer made a callout of 80 knots, and, at 21:35:25, made a V1 callout. At 21:35:26, the first officer made a VR callout. Approximately 2.2 seconds after the VR callout, the nose landing gear left the ground. Approximately 4.8 seconds later, the sound of stick shaker began. Six stall warnings sounded. The airplane began rolling to the left. As the captain leveled the wings, they headed toward the blackness over the water. The crew used right rudder to maneuver the airplane back toward the ground and avoid the water. They continued to try to hold the nose up to impact in a flat attitude. The airplane came to rest partially inverted at the edge of Flushing Bay, and parts of the fuselage and cockpit were submerged in water. After the airplane came to rest, several small residual fires broke out on the water and on the wreckage debris.

On approach to Villa Gesell Airport, the crew decided to abandon the approach, followed a circuit and eventually decided to land on the opposite runway. After takeoff on the wet runway 10, the aircraft was unable to stop within the remaining distance. It overran, lost its nose gear and right main gear and came to rest few dozen meters further, bursting into flames. All 90 occupants were quickly evacuated before the aircraft would be completely destroyed by fire.

The aircraft was completing a schedule service from Abidjan to Man with intermediate stops in Yamoussoukro and Daloa, carrying 64 passengers and six crew members. After landing at Man Airport, the aircraft was unable to stop within the remaining distance and overran. It lost its undercarriage and came to rest 200 meters further, broken in two. All 70 occupants were rescued, 40 of them were injured, 21 seriously. For unknown reasons, the spoilers were not deployed after touchdown.

During the takeoff roll at Seoul-Gimpo Airport, the left engine lost power and severe vibrations were encountered. The captain decided to abandon the takeoff and initiated an emergency braking procedure. Unable to stop within the remaining distance, the aircraft overran, lost its undercarriage, cartwheeled and came to rest, bursting into flames. All 48 occupants were evacuated, among them 21 were injured. The aircraft was totally destroyed.

During the takeoff roll, the crew failed to realize that the aircraft was not properly aligned when the left main gear struck the snow covered shoulder of the runway. The aircraft lost speed and the crew did not abandon the takeoff procedure so liftoff was completed too late. After rotation, the aircraft struck the ILS antenna, crash landed, hit a ditch and came to rest. All 65 occupants were evacuated safely while the aircraft was damaged beyond repair.

Air Ontario Flight 1363, a Fokker F-28 jet, crashed during takeoff from Dryden Municipal Airport, Ontario, Canada. Of the 69 persons on board, 24 suffered fatal injuries. The aircraft in question, registration C-FONF, had suffered from a malfunctioning auxiliary power unit (APU) for the five days preceding the accident. Throughout the week preceding March 10, Air Ontario maintenance attempted, with limited success, to cure the APU problems. On March 9 it was decided to defer the repair of the APU until the aircraft returned to Toronto on the night of March 10. This meant that the aircraft was dispatched with the APU inoperable. On the morning of March 10, C-FONF departed Winnipeg on a round trip flight to Dryden, Thunder Bay and back as flight 1362/3. Since no external power unit was available at Dryden, the engines couldn't be restarted in case of engine shutdown on the ground. The flight to Thunder Bay was uneventful apart from a slight delay due to poor weather at Thunder Bay. As the aircraft was prepared for the return flight, it appeared that the aircraft was overweight as a result of ten additional passengers having transferred to the flight due to an earlier cancellation. The Air Ontario duty manager decided to off-load fuel and to arrange refuelling at Dryden. This caused an additional delay of 35 minutes. The Fokker F-28 departed Thunder Bay at 11:55 hours EST, about one hour behind schedule. The aircraft landed at Dryden at 11:39 hours CST. It began to snow lightly when the aircraft landed. Between 11:40 and 12:01, Air Ontario 1363 was refuelled with the right engine operating and with the passengers remaining on board the aircraft. This so called 'hot refuelling' procedure was followed because the APU was unserviceable. Eight passengers deplaned in Dryden and seven passengers boarded the aircraft. Meanwhile, snow was accumulating on the wings, forming a layer of 1/8-1/4 inch. No de-icing was done because de-icing with either engine running was prohibited by both Fokker and Air Ontario. The aircraft then taxied to runway 29 for departure, but was instructed to hold as there was a Cessna 150 on approach. The snow was continuing to fall heavily, becoming increasingly thick on the wings. At 12:09 the aircraft started it's takeoff roll on the slush-covered runway 29. There was an accumulation of at least one-half inch of wet, layered snow on the wings of the F-28 as it began its takeoff roll. After a longer than normal takeoff roll, the aircraft was rotated near taxiway Alpha, at approximately the 3500 foot mark. The aircraft lifted off slightly, began to shudder, and then settled back down onto the runway. The takeoff roll then continued and the aircraft was rotated a second time, finally lifting off at approximately the 5700 mark of the 6000 foot runway. It flew over the end of the runway approximately 15 feet above the ground. It thereafter failed to gain altitude and mushed through the air in a nose-high attitude, before commencing to strike trees. The aircraft crashed and came to rest in a wooded area, 3156 feet past the runway end and caught fire.

After takeoff from Juliaca-Inca Manco Capac Airport runway 29, the aircraft encountered difficulties to gain height. It passed over the runway end at low height when the crew raised the landing gear, retracted the flaps and retarded power. The aircraft failed to gain altitude and flew low for about 1,800 meters when it struck obstacles and crashed in a river bed about 2,5 km from the runway end. 12 occupants were killed while 57 others were injured. The aircraft was destroyed upon impact.