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The descent to Quito-Mariscal Sucre Airport was completed by night and poor weather conditions. On short final, the crew failed to realize his altitude was insufficient when the aircraft struck a 10-floor building under construction and crashed about 3 km short of runway 35. All 10 occupants as well as three people on the ground were killed, among them General Carlomagno Andrade, Chief of the Ecuadorian Armed Forces.

The single engine aircraft departed Stockholm-Bromma Airport runway 12 at 0703LT on a charter flight to Biggin Hill, carrying two passengers and one pilot. During climbout, at an altitude of 1,500 feet, the pilot was cleared to turn right and to continue to climb to FL040. At an altitude of 2,200 feet, the aircraft entered an uncontrolled descent then partially disintegrated in the air and eventually crashed in a residential area located in Åkeslund, south of the airport, three minutes after takeoff. Several cars and apartments were destroyed but no one on the ground was injured. The aircraft was destroyed and all three occupants were killed. At the time of the accident, weather conditions were marginal with clouds and turbulences.

The crew departed Martinsburg-Eastern West Virginia-Shepherd Field for a local training flight. While flying at low height, the four engine aircraft struck power cables and crashed onto a house located 3 km northwest of Berkeley Springs. All six crew members were killed while the unique person in the house was slightly injured.

The aircraft was on a flight from John F . Kennedy International Airport, New York, to Ben Gurion International Airport, Tel Aviv, with an intermediate stop at Schiphol Airport for a crew change and cargo processing. The aircraft arrived in Amsterdam at 13:40 and was scheduled for departure at 16:30 but received an air traffic control slot time of 17:20 for departure. The maintenance transit check was carried out. The aircraft was refuelled with 74,200 litres of Jet A1 fuel, making the total amount of fuel on board of 72 metric tons. The four people on board the aircraft at take off were the captain, copilot, flight engineer, and one non-revenue passenger. There was a total of 114.7 metric tons of cargo on board of which 6.5 metric tons were considered low grade dangerous goods. The flightcrew involved in the accident had arrived at Schiphol Airport on a previous El Al flight and had 20 hours crew rest prior to the beginning of their crew duty. The air traffic situation at Schiphol Airport prior to the departure of EI Al 1862 was not extraordinary, according to ATC witnesses. Two runways were in use, 01L for take off and 06 for landing. There was moderate inbound traffic for runway 06, a moderate number of departures from 01L and several VFR flights over the northern part of the city of Amsterdam. From the beginning of El Al 1862's emergency declaration, air traffic services for the flight were provided by Amsterdam Radar on 124.87, Schiphol Approach on 121.2, Schiphol Arrival on 118.4 and indirectly by Schiphol Tower. The captain requested clearance for push back at 17:04. The aircraft taxied out at 17:14. The copilot was to be the pilot flying (PF), and the captain was to be the pilot not flying (PNF). The takeoff roll on runway 01L started at 17:21, with a takeoff gross weight of 338.3 metric tons, and the aircraft followed the Pampus departure as cleared by ATC. The performance limited maximum takeoff gross weight for the prevailing conditions of the flight was 359.3 metric tons. No anomalies were evident during the initial climb until 17:27.30, as the aircraft was passing through an altitude of about 6,500 feet. The flight data recorder revealed that the n°3 and 4 engines and their pylons departed the right wing at this time. The copilot then transmitted the emergency call, "El Al 1862, mayday, mayday, we have an emergency". The aircraft turned to the right, and according to witnesses on the ground, started dumping fuel immediately. The Amsterdam Radar controller confirmed the emergency call and immediately cleared the area of other traffic. At 17:28.06 the controller, not knowing the reason for the emergency call, asked the crew if they wanted to return to Schiphol Airport. After the acknowledgement by the crew of their intention to return to the airport they were instructed to turn to heading 260 and were informed about their position relative to Schiphol Airport. At 17:28.17 the crew reported a fire on engine n°3 and subsequently they indicated loss of thrust on engines n°3 and 4. Witnesses heard one or more banging sounds and saw a dark plume of smoke trailing the aircraft. Some witnesses saw objects fall. Other witnesses also saw fire on the right wing which eventually disappeared. When the aircraft turned right two vapour trails were seen to emerge from the wingtips. At 17:28.57, El Al 1862 was informed that runway 06 was in use and the wind was 040° at 21 knots. The flight crew however requested runway 27 for landing. ATC then asked the crew if they could switch radio frequency to Schiphol Approach Control on 121.2 megahertz. The crew immediately switched frequency to Approach Control. Subsequently the flightcrew was instructed to switch to Schiphol Arrival on 118.4 megahertz. Because the aircraft was only 7 miles from the airport and still flying at an altitude of 5,000 feet, a straight in approach was not feasible and the crew was instructed to turn right to heading 360 and descend to 2,000 feet. The crew was again informed about the wind (by then 050° at 22 knots). About one minute later at 17:31.17 the controller asked what distance they required to touchdown. Shortly thereafter, the controller asked for the number of track miles the flight crew required for an approach. The crew stated that they needed "12 miles final for landing". Together with this reply to ATC, the call "Flaps 1" could be heard as background conversation in the cockpit. ATC instructed El Al 1862 to turn right to heading 100. During the turn the controller asked for the status of the aircraft and was informed : "n°3 and 4 are out and we have problems with the flaps". The airplane had turned through heading 100 and was maintaining heading 120. No corrective action was taken by the controller. The aircraft maintained an airspeed of 260 knots and was in a gradual descent. El Al 1862 was cleared for the approach and directed to turn right to heading 270 to intercept the final approach course. The airplane was then at an altitude of about 4,000 feet, with a ground speed of approximately 260 knots and on heading 120. The position was 3 nautical miles north of the centreline of runway 27 at a distance of about 11 miles projected on the extended centreline of runway 27. According to the radar plot, it took about thirty seconds before the aircraft actually changed heading. When it became apparent that the airplane was going to overshoot the localizer, the controller informed the crew accordingly and directed the aircraft to turn further to heading 290 in an attempt to intercept the final approach again but now from the south. Twenty seconds later a new heading instruction to 310 was given, along with descent clearance to 1,500 feet. The flightcrew acknowledged this instruction at 17:35.03 and added, "and we have a controlling problem". Approximately 25 seconds later the copilot called, "Going down 1862, going down ". In the first part of this transmission commands from the captain to raise all the flaps and to lower the landing gear could be heard. During the middle part of this transmission a sound was heard, and in the final part of the transmission another sound was audible. These sounds were later analyzed and determined to be the stick shaker and the ground proximity warning system respectively. The airplane crashed at 17:35.42 into an eleven-floor apartment building in the Bijlmermeer, a suburb of Amsterdam, approximately 13 km east of Schiphol Airport. The impact was centred at the apex of two connected and angled blocks of apartments and fragments of the aircraft and the buildings were scattered over an area approximately 400 meters wide and 600 meters long. Firefighting and rescue operations started shortly after the crash. The aircraft was destroyed by the impact and the resulting fire. The accident occurred during dusk. All four occupants as well as 43 people on the ground were killed. 26 other people on the ground were injured, 11 of them seriously.

The aircraft was engaged in a voluntary relief flight for the victims of hurricane Andrew. All of the seats had been removed from the cabin section of the aircraft. There were no weight scales used in the loading of the cargo onto the aircraft. The private pilot did not have a multi engine rating on his pilot certificate. The aircraft crashed into a residence one half mile from the departure end of the runway. Witnesses stated that the aircraft used most of the available runway prior to liftoff. After liftoff, the aircraft appeared to climb in an unstable condition prior to the accident. Investigation revealed that the aircraft was 1112.2 pounds over the maximum gross takeoff weight at the time of the departure. All three occupants were killed.

During the takeoff roll on runway 31R at Tbilisi-Novo Alekseyevka Airport, after V1 speed, the pilot-in-command started the rotation. The nose gear lifted off and the aircraft nosed up to an angle of 6-7°. Both main landing gear failed to lift off and the aircraft continued to roll until the end of the runway. It overran, rolled 490 metres, struck the localizer antenna, continued for 190 metres and eventually crashed in a residential area, bursting into flames. The aircraft as well as nine houses were totally destroyed. All 24 occupants as well as four people on the ground were killed, 10 others were seriously injured.

Shortly after takeoff from runway 06 at Nairobi-Eastleigh Airport (Moi Air Base), while in initial climb, the left engine failed and its propeller autofeathered. The captain contacted ATC, declared an emergency and was cleared to turn left. Following a left hand circuit, the crew again turned to the left and prepared to land on runway 06 when the aircraft entered an area of low clouds. The crew momentarily lost visual contact with the runway when the aircraft stalled and crashed onto several houses located in the district of Kaloleni, less than 2 km short of runway 06 threshold. The aircraft and few houses were destroyed. All 46 occupants as well as 6 people on the ground were killed.

The crew was completing a local training flight at Evansville-William H. Dress Airport on behalf of the Kentucky National Guard, consisting of touch-and-go maneuvers. On approach to runway 22, the crew was instructed by ATC to initiate a go-around for unknown reasons. The crew increased engine power and climbed to a height of 1,500 feet when the aircraft entered a nose down attitude, plunged and crashed onto an hotel located 4,800 feet short of runway 22 threshold. The aircraft, the hotel and a restaurant were destroyed. All five crew members as well as 11 people on the hotel/restaurant were killed. A police officer who was seriously injured in the accident died from his injuries 10 days later.

During the takeoff roll on runway 36 at Recife-Guararapes Airport, the right engine failed. The crew decided to continue the takeoff procedure and completed the rotation after a course of 900 metres. Thirty seconds after rotation, at a height of about 100 feet, the right engine caught fire and exploded. The crew lost control of the airplane that crashed in the district of Ipsep near the airport. The aircraft and several buildings were destroyed. All 15 occupants as well as two people on the ground were killed.

The pilot reported that he had lost the left engine during the initial climb phase of a cross-country flight. Ground witnesses observed that the airplane's landing gear was down and the left propeller was feathered as it turned left onto the downwind leg of the traffic pattern. Other witnesses observed the airplane's wings dip before it nosed over into the terrain while turning onto the final approach course. The airplane struck the ground and a fence that separated two residential yards. The wreckage examination disclosed that the left engine's scavenge pump failed. This failure led the pilot to believe that the engine failed. The pilot's improper emergency procedures by failing to retract the landing gear and maintain airspeed precipitated the resulting stall and uncontrolled descent. Both occupants were killed.