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The approach to Tripoli Intl Airport was completed in below weather minima as the visibility was varying between 100 and 800 feet and the ILS on runway 27 was unserviceable. On short final, the crew failed to realize his altitude was too low when the aircraft struck the roof of a house, stalled and crashed in a residential area located 2,4 km short of runway. Three crew members and 72 passengers were killed as well as six people on the ground. 124 people in the aircraft were injured as well as few dozen on the ground.

Shortly after takeoff from Kaohsiung Airport, while in initial climb, the crew encountered engine troubles. The airplane stalled and crashed in a residential area near the airport, bursting into flames. A passenger was injured while 12 other occupants were killed as well as one people on the ground.

The single engine aircraft was engaged in a survey flight, carrying five passengers and one pilot. En route, unknown technical problems forced the crew to return to Kuala Lumpur-Subang Airport when the aircraft crashed on a car near the airport. All six occupants were killed while there was no casualties on ground.

The single engine aircraft was carrying three passengers and two pilots and was engaged in a local demonstration flight in Seshenovo. The occupant were supposed to drop leaflets to celebrate the 1st of May. The crew descended too low when the aircraft encountered strong winds, struck trees and crashed in flames in a square. The aircraft was destroyed by fire and all five occupants were killed.

The aircraft was engaged in a cargo flight from Barranquilla to Bogotá, carrying various goods including meat and a car. Just after liftoff, while in initial climb, the cargo shifted and the aircraft got a nose up attitude. With an excessive angle of attack, the aircraft stalled and crashed in a residential area near the airport. The aircraft was destroyed and all five occupants as well as two people on the ground were killed. Eleven other people on the ground were injured.

The crew (one captain under training, one instructor and one flight engineer) was completing a cargo flight from Manaus to São Paulo and the aircraft was carrying a load of 26 tons of electronic equipments. Initially cleared for an approach to runway 09L, the crew was instructed to change to runway 09R as runway 09L was blocked by an aircraft. The crew was aware of a notam saying that runway 09R would be closed to all traffic starting 1200LT due to maintenance. In such conditions, the instructor rushed the approach procedure, interrupted the instruction to the captain under supervision and commanded flaps and speed brake at the same time, causing the aircraft to descend. The left wing struck the roof of a house then crashed in a residential area located about 2,7 km short of runway, bursting into flames. All three crew members and 22 people on the ground were killed. 47 other people on the ground were seriously injured.

On final approach to Lima-Callao-Jorge Chávez Airport, the twin engine aircraft struck a radio antenna and crashed onto a building located in a residential area, few km short of runway. The aircraft was destroyed and all 10 occupants were killed, among them 8 US citizens returning to Lima following a sightseeing tour in the Nazca region.

On approach to La Carlota-General Francisco de Miranda AFB, the crew was instructed to divert due to poor weather conditions at destination. While initiating a go-around procedure, the crew lost control of the aircraft that crashed in the backyard of a house, about 7,8 km short of runway. Both occupants were killed.

The pilot was making a contract cargo flight under far 91 rules and had experienced icing enroute. When just past Dayton, he indicated that he 'had a little fuel problem' and needed to get into OSU without delays. A short time later he indicated that he needed to go to the nearest airport. He was vectored toward SGH for landing. He then indicated that he had lost an engine and a short time later indicated that he had lost the other engine. The aircraft crashed in a residential area. There was no fire and only residual fuel was found in the airplane. The company president indicated that he did not encourage his pilots to carry 'excess fuel'. It was reported that this pilot, along with others, had been 'chewed out' for carrying 'excess fuel'. The operation should have been conducted under far 135 rules since the company had retained operational control of the operation. The pilot, sole on board, was killed.

Flight PA103 departed London-Heathrow runway 27R for New York at 18:25. The aircraft levelled off at FL310, 31 minutes later. At 19:03 Shanwick Oceanic Control transmitted an oceanic clearance. At that time an explosion occurred in the aircraft's forward cargo hold at position 4L. The explosive forces produced a large hole in the fuselage structure and disrupted the main cabin floor. Major cracks continued to propagate from the large hole while containers and items of cargo ejected through the hole, striking the empennage, left- and right tail plane. The forward fuselage and flight deck area separated when the aircraft was in a nose down and left roll attitude, peeling away to the right at Station 800. The nose section then knocked the no. 3 engine off its pylon. The remaining aircraft disintegrated while it was descending nearly vertically from 19000 feet to 9000 feet. A section of cabin floor and baggage hold (from approx. Station 1241-1920) fell onto housing at Rosebank Terrace, Lockerbie. The main wing structure struck the ground with a high yaw angle at Sherwood Crescent, Lockerbie causing a massive fire. The Semtex bomb which caused the explosion had probably been hidden in a radio cassette player and was transferred to PA103 from a Pan Am Boeing 727 flight, arriving from Frankfurt. After a three-year joint investigation by the Dumfries and Galloway Constabulary and the U.S. Federal Bureau of Investigation indictments for murder were issued on November 13, 1991, against Abdel Basset Ali al-Megrahi, a Libyan intelligence officer and the head of security for Libyan Arab Airlines (LAA), and Lamin Khalifah Fhimah, the LAA station manager in Luqa Airport, Malta. United Nations sanctions against Libya and protracted negotiations with the Libyan leader Colonel Muammar al-Gaddafi secured the handover of the accused on April 5, 1999. On January 31, 2001, Megrahi was convicted of murder by a panel of three Scottish judges, and sentenced to 27 years in prison. Fhimah was acquitted.