Fokker 100 gear-up landing at Stuttgart
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F100 SN
Does anyone know what is the MSN for the aircraft concerned ?
Just wondering as it seems similar to the incident with a F100 at Manston some years back where one leg would not come down. It repeated on another occasion on the same ac. It was MSN 11265 (EI-DFZ at the time)
On that occasion the pilot did eventually manage to get the gear down after some tremendous flying. A couple of touch and goes on the extended leg to bump out the un-extended leg.
Just wondering if it is the same a/c.
Just wondering as it seems similar to the incident with a F100 at Manston some years back where one leg would not come down. It repeated on another occasion on the same ac. It was MSN 11265 (EI-DFZ at the time)
On that occasion the pilot did eventually manage to get the gear down after some tremendous flying. A couple of touch and goes on the extended leg to bump out the un-extended leg.
Just wondering if it is the same a/c.
Join Date: Mar 2004
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Yes sometimes the F100 does suffer with gear problems amongst other things! However in spite of everything it is a delight to fly and operate and in addition makes my current type appear antiquainted! Has anyone done more than 4hr.40min airborne in a F100 without ferry tanks? I will always remember one of the cabin crew coming into the cockpit whilst in the hold over MSE in a 2G turn asking both of us if we would like a fun size Mars Bar! Three fly bys of the tower and two touch and goes on a unlocked main gear before a return to "three greens". AFCAS mode reversion, dual FMC failure, frozen APU doors, initiation of GA mode whilst locked on the glide! AAAHHH the memories all flooding back now!!
just short of 2yrs as a FA on the F100, during that time had 3 landing gear issues.
1) tug driver in cns attempted to push back while the park brake was still on - apparently a big issue on the F100.
2) approach to syd, gear would not indicate safe. tower couldnt confirm it was down. flew around for 20mins with pilots doing a few interesting manouvres to try and force it down. Pilots told us to be prepared for anything. They apparently couldn't find the problem, but flew the a/c to bne gear down and empty to be safe.
3) Tyre blew on takeoff doing a bit of damage along the way on t/o from norfolk island. Circled, landed, got everyone out on the rwy.
1) tug driver in cns attempted to push back while the park brake was still on - apparently a big issue on the F100.
2) approach to syd, gear would not indicate safe. tower couldnt confirm it was down. flew around for 20mins with pilots doing a few interesting manouvres to try and force it down. Pilots told us to be prepared for anything. They apparently couldn't find the problem, but flew the a/c to bne gear down and empty to be safe.
3) Tyre blew on takeoff doing a bit of damage along the way on t/o from norfolk island. Circled, landed, got everyone out on the rwy.
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Well, tug accident and tyre incident surely aren't a type specific problem. Of course a Fokker is never as reliable as an Airbus or a Boeing, but you cannot compare those, you have to compare them with regional aircraft and other 100-seater, like the Embraers, Bombardiers, MDs aso.
I agree that we have some issues on the gear. Our dispatch reliabilty is sometimes higher than those from the Airbusses from the mainline (same MRO).
Dani
(a few 1000 hrs on type)
I agree that we have some issues on the gear. Our dispatch reliabilty is sometimes higher than those from the Airbusses from the mainline (same MRO).
Dani
(a few 1000 hrs on type)
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Intresting to see that the aircraft was due to fly from Stuttgart to Woenstrecht this afternoon, only what 11 days since the incident,
8000ft is was due to fly at anyone know if it had arrived.
8000ft is was due to fly at anyone know if it had arrived.
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I'm not being horrible, but...
It is in any aircraft.
There are three gear down indicators - Greens, Gear disgree MFDU message and EPGWS. Do you know which one yours was? From memory, the only one worth getting excited about is Nose/L Gear/R LG unsafe. The rest are non-events.
Did you catch fire then?
PM
1) tug driver in cns attempted to push back while the park brake was still on - apparently a big issue on the F100.
2) approach to syd, gear would not indicate safe. tower couldnt confirm it was down. flew around for 20mins with pilots doing a few interesting manouvres to try and force it down. Pilots told us to be prepared for anything. They apparently couldn't find the problem, but flew the a/c to bne gear down and empty to be safe.
3) Tyre blew on takeoff doing a bit of damage along the way on t/o from norfolk island. Circled, landed, got everyone out on the rwy.
PM
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There was an issue a few years ago where main wheels would fall off (usually on take off) which was put down to an incorrect method of refitting wheels after wheel replacement. There should have been a shim placed on the axle and this was omitted, with at least two incidents in my company alone.
This was cleared up with a service bulletin from Fokker Services and we have had no other such trouble since.
This was cleared up with a service bulletin from Fokker Services and we have had no other such trouble since.
Not a pro, so fear to tread on this thread...
In my opinion, that would be more than enough to generate sparks.
As to it being bits of aluminum causing the sparks?
Flint on steel is a classic way to light a fire, or rock striking rock to create a spark.
What is more important is why the landing gear didn't deploy.
Friction between several tons of metal and a hard surface.
As to it being bits of aluminum causing the sparks?
Flint on steel is a classic way to light a fire, or rock striking rock to create a spark.
What is more important is why the landing gear didn't deploy.
