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Name F100
Manufacturer FOKKER
Body Narrow
Wing Fixed Wing
WTC Medium
Type code L2J
Engine Jet
Engine count Multi
Mass group 4

Manufacturered as:





Short to medium range airliner. In service since 1988. FOKKERs largest jet aircraft. 100 seat based on stretched development of F28 Fellowship, simultaneously with development of the turboprop F50. The FOKKER 100 was offered in a number of versions. Production ceased in 1997.

Technical Data

Wing span 28.1 m92.192 ft <br />
Length 35.5 m116.47 ft <br />
Height 8.5 m27.887 ft <br />
Powerplant 2 x 44 kN RR RB.183 Mk 555-15P or

2 x 61.2 kN RR Tay Mk 620-15 or 2 x 67.6 kN RR Tay Mk 650-15 turbofans.

Engine model Rolls-Royce RB.183 Tay

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
(to FL100)
Descent (FL100
& below)
V2 (IAS) kts IAS kts IAS kts IAS kts MACH TAS 414 kts MACH IAS kts IAS kts Vapp (IAS) kts
Distance 1825 m ROC ft/min ROC ft/min ROC ft/min ROC ft/min MACH 0.72 ROD ft/min ROD ft/min MCS kts Distance 1350 m
MTOW 4300043,000 kg <br />43 tonnes <br /> kg Ceiling FL350 ROD ft/min APC C
WTC M Range 13201,320 nm <br />2,444,640 m <br />2,444.64 km <br />8,020,472.447 ft <br /> NM

Accidents & Serious Incidents involving F100

  • B737 / F100, vicinity Geneva Switzerland, 2006 (On 29 December 2006, Geneva ATC saw the potential for runway 23 conflict between a departing 737 and an inbound F100 and instructed them to respectively reject take off and go around respectively. Although still at a relatively slow speed, the 737 continued its take off and subsequently lost separation in night IMC against the F100. The Investigation noted that take off clearance for the 737 had been delayed by a slow post-landing runway clearance by a business jet and that the 737 had not begun take off after clearance to do so until instructed to do so immediately.)
  • B738 / F100, Geneva Switzerland, 2014 (On 31 March 2014, a Geneva TWR controller believed it was possible to clear a light aircraft for an intersection take off ahead of a Fokker 100 already lining up on the same runway at full length and gave that clearance with a Boeing 737-800 6nm from touchdown on the same runway. Concluding that intervention was not necessary despite the activation of loss of separation alerts, the controller allowed the 737 to continue, issuing a landing clearance whilst the F100 was still on the runway. Sixteen seconds later, the 737 touched down three seconds after the F100 had become airborne.)
  • F100 / EC45, vicinity Bern Switzerland, 2012 (On 24 May 2012, a Fokker 100 descending visual downwind to land at Berne and an EC145 helicopter transiting the Bern CTR (Class 'D' airspace) VFR came within 0.7 nm horizontally and 75 ft vertically despite early traffic advice having been given to both aircraft. The Investigation attributed the conflict to the failure of the F100 crew to follow either their initial TCAS RA or a subsequent revised one and noted that although STCA was installed at Berne it had been disabled "many years before".)
  • F100, Nuremburg Germany, 2015 (On 20 January 2015, The APU of a Fokker 100 being routinely de-iced prior to departing Nuremburg oversped as a result of the ignition of ingested de-icing fluid in the APU. This led to its explosive uncontained failure as the result of which ejected debris entered the aft cabin and smoke occurred. No occupants were injured and all were promptly disembarked. The Investigation found that the de-icing contractor involved had not followed manufacturer-issued aircraft-specific de-icing procedures and in the continued absence of any applicable safety regulatory oversight of ground de-icing activity, corresponding Safety Recommendations were made.)
  • F100, Southampton UK, 1998 (On 24 November 1998, a KLM uk Fokker 100 overran runway 20 at Southampton after a late and fast daylight touchdown in rain was followed by poor braking. The Investigation found that the assessment of the runway as ‘wet’ passed by ATC prior the incident was correct but that sudden heavy rain shortly before the aircraft landed had caused a rapid deterioration to somewhere between ‘Wet’ and ‘Flooded’. Slow drainage of water from the runway was subsequently identified and the runway was grooved.)
  • F100, vicinity La Guardia NY USA, 2003 (On 4 September 2003, an American Airlines Fokker F100 hit five Canada Geese, just after becoming airborne from New York La Guardia airport, with resultant failure of the No 2 engine and substantial airframe damage. The aircraft carried out an uneventful diversion to New York JFK.)