Fokker F28 MK 0100 incident near Montreal, Ca, March 6, 2001
On March 6, 2001 at about 11:40 am local time, a Fokker F28 MK 0100, registered N1426A, suffered minor damage in an incident near Montreal (Dorval Intl airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 44 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the inaccurate aircraft deicing service the ground personnel performed alowing fluid injestion and the auxiliary power unit's turbine failure while standing. A factor was the auxiliary power unit's overspeed.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 6, 2001 · about 11:40 am local time
- Place
- Montreal, Canada · Dorval Intl
- Type
- Incident
- Injuries
- No one was hurt; 44 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Fokker F28 MK 0100
- Registration
- N1426A · no longer on the register · serial 11411
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The auxiliary power unit (APU) ingested deicing fluid and snow and sustained an uncontained turbine failure. The pressure bulkhead sustained minor damage. The airplane was being deiced. Four crew and 40 passengers were uninjured. The YUL weather was: Wind 050 degrees at 25 knots gusting to 33 knots; visibility 15 statute miles; present weather drifting snow; sky condition broken 2,800 feet overcast 7,600 feet; temperature -1 degree C; dew point -5 degrees C; altimeter 29.57 inches of mercury. Honeywell's APU teardown inspection stated, "Evidence of an engine overspeed event with a commanded auto-shutdown was present in the Electronic Control Unit (ECU) non-volatile memory." The report further stated, "In February 2001 American Airlines issued a 'Winterization Bulletin' for the F-100 advising that de-ice spray should not be sprayed into the APU inlet. Additionally, the Fokker 100 maintenance manual section 12-31-00, page 301specifically advises 'Do not let de-icing and/or anti-icing fluid/water mixture go into the APU inlet. Injury to persons and/or damage to equipment can occur.'"
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
- Ratings: multi-engine land; instrument: airplane
- Flight time: 292 in this make and model
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 343 in this make and model
- Medical certificate: Unknown
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 20,553 hours
- Last inspection: continuous airworthiness programme, March 4, 2001; 2 hours since
- Maximum gross weight: 98,000 lb
- Seats: 40
- Landing gear: retractable
- Engine: Rolls-Royce TAY 650-15 (turbojet); 0 hours total
The flight
- Departed from: YUL Montreal
- Destination: ORD Chicago IL
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 050° at 25 knots, gusting 33
- Visibility: 15 statute miles
- Sky: broken clouds at 2,800 ft
- Temperature: 30°F (-1°C), dew point 23°F (-5°C)
- Altimeter: 29.56 inHg
- Observation at 5:00 pm from YUL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 | |||
| Passengers | 40 |
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.