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The four engine aircraft was returning to Bandung, carrying 122 airmen who had just took part to the annual Armed Forces Day ceremony at Jakarta-Halim Perdanakusuma Airport. One minute after takeoff, while in initial climb, the crew declared an emergency and reported engine problems. After being cleared to return for an emergency landing, the crew lost control of the airplane that stalled and crashed on a building housing the Department of Labour. A passenger survived while 133 other occupants were killed as well as two security guards working in the building.

The airplane crashed into houses while on an ILS approach to runway 05 at the Birmingham Airport. The weather briefing data that the captain received in Mobile was accurate, advising him to expect thunderstorms in the Birmingham area. Birmingham atis information whiskey and xray, mentioning thunderstorms, was also accurate, and the flight crew heard them, as well as information from the approach controller that the airport was experiencing thunderstorm activity. The captain and a passenger survived while 13 other occupants were killed. There were no injuries on the ground.

Pilot stated left engine lost power followed by the right engine. He initiated a left turn back to the airport but did not shutdown engines in accordance with emergency procedures. The acft yawed left and fell off on the left wing as if it had stalled. He regained partial control and aimed for a street. Acft hit roof of house while in right bank and then cartwheeled across the street. Left engine was found to have severe detonation damage and the turbocharger waste gate door was missing antivibration spring. The pin connecting the door and actuator was failed. Evidence indicated pin had failed prior to accident flight. Soot inside left wastegate indicated door had been fully closed for sometime. No evidence to indicate failure or malfunction of the right engine was found and right propeller showed damage indicative of rotation under power at ground impact.

Piper Aerostar 601, N3645D, was arriving as Bell 412 (helicopter), N78S, was departing. N3645D reported the aircraft's nose gear indicator light did not illuminate to verify the nose gear was down and locked. Crew of N78S heard the communication and saw N3645D as they crossed beneath N3645D's approach path. They reported N3546D's nose gear appeared to be extended. N3645D flew past the tower and tower personnel also reported the nose gear appeared to be extended. As N3645D was cleared to turn downwind, N78S offered to join for a closer look. Captain of N3645D accepted the offer. During joinup, N78S converged from left rear, then reported they would pass around the right side and look at everything as they went by. They reported that everything looked ok. Moments later, the two aircrafts collided and crashed to the ground. No mechanical reason was found that would have resulted in the accident. None of the pilots had training for flight in close proximity to another aircraft. There were indications the captain of N3645D lacked training in aircraft systems and that his employer (the operator) lacked surveillance by the FAA. The emergency procedure section of the Aerostar flight manual lacked info on emergency gear extension. All three occupants were killed as well as both pilots on board the helicopter. Four other people on the ground were injured, one seriously.

The crew (one instructor and two pilots under training) was completing a local training at Glenview Airport. On approach to runway 27, the instructor decided to initiate a go-around procedure then started an approach to runway 35. He cancelled his IFR flight plan when control was lost. The airplane crashed onto several houses located near the airport. All three crew members were killed while there were no casualties on ground.

The pilot noted an over torque condition in the left engine as the aircraft was on an ILS approach. He made a go-around and initiated another approach with the engine shut down. He was unable to maintain altitude and the aircraft began a decent that was not arrested. Subsequently, it crashed into 2 homes, approximately 6 miles from the airport. An exam of the left engine revealed the drive shaft from the fuel pump to the fuel control was sheared at the plastic coupling. Further exam revealed the twin bearings that supported the driveshaft had failed. Also, there was evidence the drive shaft had shifted and subsequently an overtorque condition resulted. All three occupants were killed.

After takeoff from Manila-Ninoy Aquino Airport, while climbing to an altitude of about 400 feet, the crew reported engine problems and elected to return for an emergency landing. Shortly later, the aircraft banked right, lost height and nosed down by an angle of 70° before crashing onto a house located in the district of Paranaque, about one km from the airport. The aircraft and the house were destroyed. All 21 occupants as well as four people on the ground were killed.

The aircraft was completing a cargo flight from San Salvador to Miami with an intermediate stop in Guatemala City, carrying a load of clothes and vegetables. After takeoff from Guatemala City-La Aurora Airport, while climbing, the crew declared an emergency after one of the engine failed. The pilot-in-command initiated a left turn when control was lost and the airplane crashed in a residential area located about 8 km southeast of the airport. The aircraft and several houses were destroyed. All three crew members as well as 24 people on the ground were killed and few others were seriously injured.

The airplane was observed flying erratically at a low altitude, then enter a left wing, nose low attitude, impacting the ground in a residential area. Autopsies on both occupants included findings of massive traumatic injuries sustained during a struggle. The passenger reportedly planned to take his life by jumping out of an airplane over the mountains of Colorado because he believed he had an inoperable brain tumor.

While level after descending, the right engine quit. Pilot feathered the propeller, advised ATC, and was diverting to alternate when left engine quit. He positioned the left engine boost pump to high and low with negative results, but did not feather the propeller. Position of boost pumps, when engines quit, was not determined. Aircraft landed on overpass that was under construction. There was fuel leakage after accident due to aircraft damage. Fuel quantity was sufficient. Examination of aircraft revealed right engine flexible duct from turbocharger to plenum chamber separated due to loose clamp. Hose was installed and club prop installed for each engine run. Both engines operated normally. Induction air hose was pulled during right engine run. Engine ran rough due to excessive rich mixture. No determination could be made for the reason of the left engine power loss.