I'm probably a bit biased towards Fokkers, because that's where most of my experience is. I started working both F28's and F100's in the early nineties right up until this time last year. When you spend that much time on just 40 specific airplanes it's hard not to get attached. When comparing an F100 to a 737, I'd have to say the Fokker is much easier to work on and doesn't have near as much monkey motion to deal with during rigging. The only balanced flight control on a Fokker is the elevator. All you have to do is throw enough weight in to deflect the elevator nose downward and your done. It doesn't get much simpler than that.
After getting used to Fokker terminology the manuals are pretty easy to use. I still prefer them over the Boeing manuals. I'm sure there are guys out there who prefer Boeing manuals, so that's going to be strictly personal preference. Since I'm not much of a wire guy, I was always happy that Fokker had a book called the finishing list. If you new the wire you wanted to put a pin on, it would tell you which pin and which crimping tool to use. It was different from the hook up list. It made wiring alot easier for an old sheetmetal guy like me.
The glass cockpit is clean and uncluttered, and the "maintenance test panel" has a wealth of information if you know how to use it.
When running system checks, 9 times out of 10 if the check didn't work as advertised, it was because you did something wrong. Not because the airplane was broke. We caused more problems out of carelessness than anything else. I read alot on here about poor reliability and being maintenance hogs. I think that comes from guys who wanted to bury their heads in diesel 9's, and not bother learning a new airplane. At one time the F100's had the best reliability record at our airline. I think that the company just had no idea how to utilize it to it's full potential. Right now we are scrambling for RJ
's. When they don't live up to our expectations we'll dump them too, and then blame the airplane for poor management decisions.
After all that rambling, I'll say again the main gear doors are something to see when they close.
They slam shut so fast and, with such force they actually do physical damage to the surrounding structure. I can introduce you to a guy that learned the hard way how powerful they are.
He now sports a scar from the top of his forehead to the tip of his nose. He, and about a hundred other guys would still jump at the chance to work on them again, because we love our Fokkers.
10,000 years ago we would have eaten you. Today, we drag you along and allow you to pollute the gene pool.