Fokker 50

The Fokker 50 has a fair record for a turboprop, with one specific lesson. Up to 7 October 2026 it has 3 fatal passenger accidents in about 4.4 million flights. Two of them, Luxair in 2002 and Kish Air in 2004, began the same way: a pilot moved the power levers below flight idle in the air, which put the propellers into their ground setting. Investigators found that the safety stops meant to prevent this were not reliable enough on those aircraft.

What the Fokker 50 is

Fokker developed the 50 from its long-running F27 Friendship. It first flew in 1985 and entered service in 1987, with a high wing, Pratt & Whitney Canada engines, six-blade propellers and about 50 seats. A stretched Fokker 60 followed in small numbers. When Fokker went bankrupt in 1996, production ended at 213 aircraft. The jet built alongside it was the Fokker 100.

Where you might fly on one

For two decades the Fokker 50 was a common sight with European and Asian airlines: KLM Cityhopper, Luxair, Malaysia Airlines on routes in Sabah, and Ethiopian Airlines on domestic flights, among others. Most of those fleets were replaced by the ATR 72, the Dash 8 or regional jets. About 30 Fokker 50s remain in service. Most now fly in East Africa, in Kenya and Somalia, for small passenger airlines, charter firms and cargo operators.

The three counted accidents

• 15 September 1995, Malaysia Airlines MH2133, Tawau: the commander flew a high, fast visual approach and pressed on, saying the runway was long enough. The aircraft could not stop, the late go-around failed and it crashed. 34 of 53 died. Investigators cited his perception of pressure to save fuel and keep to schedule.
• 6 November 2002, Luxair flight 9642, Luxembourg: an approach in fog the crew had not prepared for, followed by improvised actions that overrode the primary power lever stop. 20 of 22 died.
• 10 February 2004, Kish Air IRK7170, Sharjah: the captain suddenly handed the approach to a reluctant first officer, the aircraft came in too fast, and the power levers were moved into the ground range. Control was lost. 43 of 46 died.

The power lever problem

On a turboprop, the ground range of the power levers flattens the propeller blades to slow the aircraft after landing. In flight it creates huge drag and can make the aircraft uncontrollable. The Fokker 50 has a primary stop at flight idle and a secondary safety device behind it. Luxembourg's investigators found that the secondary stop on the Luxair aircraft was unreliable, partly because a service bulletin had not been applied, and that warnings about it had not reached the crews. In the Kish Air case, the UAE investigators noted that an unmodified skid control unit failed to give enough protection.

So the airframe had a weak point, but both crashes started with crews breaking procedures. The Dornier 328 had a different power lever problem, levers that would not go into reverse after landing unless set exactly at flight idle, but the lesson is similar: designs that do not forgive a hurried hand on the levers.

What else is in the record

Four more fatal Fokker 50 events do not count under our methodology. Three were cargo flights in Africa: Goma in 2013, Nairobi in 2014 and a Somali airstrip in 2024. The fourth was a 2002 hijacking attempt on an Ethiopian Airlines flight; security officers shot the two hijackers and the aircraft landed safely. The cargo losses show where the type now works: rough strips and operators with thin resources.

How to tell if you are on one

Flight trackers show the ICAO code F50 for both the Fokker 50 and 60. Look for the high wing above the cabin, and long engine nacelles with six-blade propellers. On an old type flown by small airlines, the operator's record and its regulator matter more than the aircraft's history.