Fokker 100 incident near Minneapolis, Minnesota, September 5, 2002
On September 5, 2002 at about 11:40 am local time, a Fokker 100, registered N1473K, suffered minor damage in an incident near Minneapolis, Minnesota (Minneapolis-St. Paul Intl airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 33 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper installation of the #2 main landing gear wheel, including the axle nut not being properly torqued and safetied, which resulted in the wheel separation during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 5, 2002 · about 11:40 am local time
- Place
- Minneapolis, Minnesota · Minneapolis-St. Paul Intl · map
- Type
- Incident
- Injuries
- No one was hurt; 33 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Fokker 100
- Registration
- N1473K · registry record · serial 11515
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
During takeoff the #2 wheel separated from the left main landing gear assembly. A company mechanic stated that during a walk-around inspection he noted the #1 and #2 main landing gear tires needed to be replaced. The #1 & #2 tires are on the left main landing gear assembly; with the #1 tire being outboard of the #2 tire. The mechanic reported, "We removed & replaced #2 main landing gear [tire], with nothing unusual during the tire change." The axle nut/spacer assembly was found with the wheel. The axle nut lock-bolts were found installed in the axle nut/spacer assembly with safety wire connecting the lock-bolts to the axle nut. The lock-bolts were not damaged. The interfacing threads between the axle nut/spacer assembly and the axle were not stripped and the treads were not worn. A demonstration of a wheel installation and a review of the installation procedures were performed at the request of the NTSB. In order for the lock-bolts to engage the axle keyslot, the axle nut/spacer assembly had to be properly torqued and wheel bearings seated.
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 instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,425 in this make and model
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instrument: airplane
- Flight time: 236 in this make and model
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 20,571.4 hours
- Last inspection: continuous airworthiness programme, September 5, 2002; 28.8 hours since
- Maximum gross weight: 65,000 lb
- Seats: 79
- Landing gear: retractable
- Engine 1: Rolls-Royce 850-15 (turbofan); 0 hours total
- Engine 2: Rolls-Royce 850-15 (turbofan); 0 hours total
The flight
- Departed from: MSP Minneapolis MN at 11:40 am
- Destination: ORD Chicago IL
- Flight plan: IFR
- Runway 12L, 8,200 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: dawn
- Wind: from 150° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 54°F (12°C)
- Altimeter: 30.10 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 | |||
| Passengers | 29 |
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.