Fokker F-28 MK-100 accident near Dallas, Texas, March 6, 2002
On March 6, 2002 at about 1:15 pm local time, a Fokker F-28 MK-100, registered N1425A, was substantially damaged in an accident near Dallas, Texas (Dallas/Ft Worth Intl airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 34 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The ground crew inadvertent application of deicing fluid in the auxiliary power unit resulting in an overspeed and turbine wheel burst. A contributing factor was the gusty wind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 6, 2002 · about 1:15 pm local time
- Place
- Dallas, Texas · Dallas/Ft Worth Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 34 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Fokker F-28 MK-100
- Registration
- N1425A · registry record · serial 11408
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The F-100 commercial passenger airplane experienced an uncontained rupture of the auxiliary power unit's (APU) turbine wheel while standing during de-icing procedures. Approximately ten minutes after de-icing began, the Captain reported that he heard and felt a "thud-like" noise from outside the aircraft. At the same time, the APU shutdown. One of the de-icing crewmembers on the ground stated he saw a flame come from the APU exhaust and had activated the ground APU fire bottle discharge switch. Examination of the APU revealed two large holes in the APU's compressor case in line with the turbine wheel's plane of rotation. The turbine wheel was broken into several pieces. A fragment of the turbine wheel was found embedded into a first aid kit that was mounted inside the cabin on the aft wall directly in front of the aft pressure bulkhead. Metallurgical examination of the fractured pieces of the turbine wheel were confirmed that the APU had experienced an overspeed. Further examination did not reveal evidence of fatigue on any of the fracture surfaces. The APU's electronic control unit (ECU) was removed from the engine to interrogate the ECU's non-volatile memory (NVM) and perform a diagnostic test. The NVM indicated that the APU had experienced an overspeed, which is a rotor speed of 107 percent or greater, and had commanded a shutdown. The diagnostic test showed that there were no discrepancies with the ECU. The Automated Surface Observing Station for DFW at 0700 reported winds from 320 degrees at 20 knots gusting to 27 knots. The members of the de-icing crew stated that at the time they were de-icing the airplane, the wind was blowing at 20 knots and gusting. Due to the windy conditions, the drivers of the de-icing trucks had coordinated prior to de-icing the airplane to start at opposite ends of the airplane so the bucket operators would not be spraying each other as they de-iced the airplane. According to company records, all 5 members of the de-icing crew were trained and experienced, and were aware not to spray de-ice fluid in the area of the F-100's APU inlet.
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; single-engine land; instrument: airplane
- Flight time: 13,644 hours in all; 5,033 in this make and model; 2,121 as pilot in command
- Last flight review: March 30, 2001
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 3,700 hours in all; 500 in this make and model; 1,600 as pilot in command; 500 on instruments
- Last flight review: July 15, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 22,818 hours
- Last inspection: continuous airworthiness programme, February 22, 2002; 33 hours since
- Maximum gross weight: 100,971 lb
- Seats: 111
- Landing gear: retractable
- Engine: Rolls-Royce TAY650-15 (turbojet); 0 hours total
- Fire on the ground
The flight
- Departed from: DFW Dallas TX at 12:33 pm
- Destination: BNA Nashville TN
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 320° at 20 knots, gusting 27
- Visibility: 2.5 statute miles
- Sky: overcast at 2,500 ft; scat at 1,500 ft
- Temperature: 25°F (-4°C), dew point 21°F (-6°C)
- Altimeter: 30.01 inHg
- Observation at 1:00 pm from DFW
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 | |||
| Passengers | 30 |
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.