Fokker F28 MK100 accident near Chicago, Illinois, February 21, 2000
On February 21, 2000 at about 11:30 pm local time, a Fokker F28 MK100, registered N1403M, was substantially damaged in an accident near Chicago, Illinois (O'Hare Int'L Airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). 6 people had minor injuries; 46 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the driver of the refueling truck fell asleep which resulted in him not maintaining clearance with the parked aircraft. Factors associated with the accident were severe obstructive sleep apnea and significant hypersomnolence which resulted in chronic fatigue.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 21, 2000 · about 11:30 pm local time
- Place
- Chicago, Illinois · O'Hare Int'L Airport
- Type
- Accident
- Injuries
- 6 people had minor injuries; 46 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Fokker F28 MK100
- Registration
- N1403M · no longer on the register · serial 11352
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
They reported seeing the refueling truck parked at a 45 degree angle to the lead in line on the right side of the airplane. The truck then moved forward and contacted the right side of the airplane near the nose gear where it came to rest. The airplane just arrived at the gate and the jet bridge was not yet in place. The airplane was pushed several feet to the left by the impact. One witness reported the truck was traveling between 20 and 30 miles per hour and another witness reported it was traveling 'a little to fast.' Witnesses who saw and helped the fuel truck driver out of his vehicle after the accident reported that he appeared to be 'dazed'. At least 20 passengers who stood up immediately when the airplane reached the gate were 'thrown about' when the impact occurred. The driver of the refueling truck did not remember the impact and reported he must have 'blacked out.' A medical and sleep study evaluation of the driver showed he suffered from severe obstructive sleep apnea and significant hypersomnolence. The same driver was involved in another occurrence in October, 1999. He reported 'dosing off' just prior to that collision.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight engineer
- Ratings: multi-engine land; instrument: airplane
- Flight time: 8,540 hours in all; 2,500 in this make and model; 200 in the last 90 days; 70 in the last 30 days; 4,250 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 91,500 lb
- Seats: 112
- Landing gear: fixed
- Engine: Rolls-Royce TAY650-15 (turbofan); 0 hours total
The flight
- Departed from: RST Rochester MN at 10:43 pm
- Destination: ORD
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 190° at 13 knots, gusting 20
- Visibility: 10 statute miles
- Sky: broken clouds at 20,000 ft; scat at 6,000 ft
- Temperature: 45°F (7°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
- Observation at 11:56 pm from ORD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | 3 | ||
| Passengers | 4 | 43 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.