Mountain Air Cargo Fokker F.27MK 500 accident
Fokker F.27MK 500 · Accident: airframe, component or system failure during landing
From Piedmont Triad International Airport (GSO) to Kinston Regional Jetport At Stallings Field (ISO)
Event
- NTSB case
- ATL03LA056
- Event typeAccident: someone killed or seriously injured, or the aircraft substantially damaged (NTSB definition). Incident: an occurrence that affected or could have affected safety, short of that. Glossary
- Accident
- InvestigationHow far the investigation had got when the record was published: preliminary, ongoing, final or completed. Unknown where the source does not say. Glossary
- Completed
- API-reported fatalities
- 0 · all aircraft and ground
- Ground fatalities
- Unknown
- OperationWhat kind of flying it was, grouped by the rules it flew under: airline (US Part 121), air taxi and commuter (Part 135), general aviation (Part 91 and similar), military or government. Glossary
- Airline
- WeatherVisual meteorological conditions (VMC): good enough to fly by looking outside. Instrument conditions (IMC): cloud or low visibility, flying by instruments. Glossary
- Visual Meteorological Cond
Fokker F.27MK 500
- Aircraft type
- Fokker F-27
- Category
- Airplane
- RegistrationThe aircraft's tail number, such as N12345 or G-ABCD. Registrations are reissued, so the same one years apart can be a different aircraft. Glossary
- N712FE
- Operator
- Mountain Air Cargo
- Onboard fatalities
- Unknown
- Route
- From Piedmont Triad International Airport (GSO), Greensboro, NCTo Kinston Regional Jetport At Stallings Field (ISO), Kingston, NC
- Aircraft age
- Not recorded
- Flight rulesThe regulations the flight operated under: in the US, Part 91 (general aviation), Part 121 (airlines), Part 135 (air taxi and commuter) and others; for flights abroad, the NTSB's coarser commercial or non-commercial code. Glossary
- Part 121: Air Carrier
- Phase of flightThe stage of the flight when things started to go wrong: standing, taxi, takeoff, initial climb, en route, maneuvering, approach or landing. Glossary
- Landing · landing roll
- First occurrenceThe single coded event the NTSB judges best describes what happened (records from 2008 on). Older records name the first occurrence in the sequence instead. Glossary
- Airframe, component or system failure
- DamageDestroyed: beyond practical repair. Substantial: damage that affects the structure, performance or handling and normally needs major repair. Minor: less than that. Glossary
- Substantial
Cause areas
- Landing gear, main gear strut › Fatigue
Approximate · Coordinates from the NTSB case API, which marks them as estimated or does not say; no uncertainty radius is established.
NTSB narrative
According to the pilot, an unsafe right gear indication was received during the approach, and the control tower controller confirmed the right gear was not fully extended. On landing roll the right main landing gear collapsed and the airplane slid off of the runway. Examination of the right main landing gear revealed the drag brace was fractured. The fracture was located at the lower side of a transition from a smaller internal diameter on the upper piece to a larger internal diameter on the lower piece. The region of the fracture surface was flat and perpendicular to the tube longitudinal axis. The region had a smooth, curving boundary, also consistent with fatigue. The fatigue features emanated from multiple origins at the inner surface of the tube. The Federal Aviation Administration (FAA) issued an Airworthiness Directive (AD) requiring an inspections of main landing gear drag stay units. The AD was prompted by the fracture of a drag stay tube from fatigue cracking that initiated from an improperly machined transition radius at the inner surface of the tube. According to Fokker ,the Fokker F27 Mark 500 airplanes (such as the incident airplane) were not equipped with drag stay units having part number 200261001, 200485001, or 200684001. One tube, part number 200259300, had a change in internal diameter (stepped bore), and the other tube, part number 200485300, had a straight internal bore. AD 97-04-08 required an ultrasonic inspection to determine if the installed tube had a straight or stepped bore. A review of maintenance records revealed that the failed drag stay tube had accumulated 28, 285 total cycles.
Probable cause
The fatigue failure of the main drag stay tube. A factor is no inspection procedure required.
Verbatim NTSB analysis and probable cause from the NTSB dataset
Sources
NTSB record ATL03LA056
- Event ID
- 20030314X00332
- Case number
- ATL03LA056
- Dataset
- historical-pre2008
- Source SHA-256
- 89e2df6d848e7ab3b42e7d7c7a03ff403303057a26ca04c95b3ea67201c3ce74
Source notes (4)
- Unreviewed is an editorial label, not an investigation status. API-sourced is not report-checked or human-reviewed. Explicit event totals are used without summing aircraft injury tables; onboard allocation is withheld. Unknown values remain unknown. The operation category is mapped from the NTSB-reported FAR part and has not been reviewed.
- Filled from the NTSB case API where the bulk record had no value: investigation status, coordinates. Values present in the bulk record are kept.
- The date is the local date, which is the same as the UTC date the NTSB stores.
- API snapshot SHA-256: 42d0fd68e57f69b826207347be1aa3ccdc146d1cc7c58d15db6472caf846b37d; retrieved 2026-09-18T15:54:23.875Z.