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Southern Airways Flight 242, a DC-9-31, operated as a scheduled passenger flight from Muscle Shoals, Alabama, to Atlanta, Georgia, with an intermediate stop at Huntsville, Alabama. Flight 242 departed Muscle Shoals at 15:21 and landed at Huntsville about 15:44. About 15:54, Flight 242 departed Huntsville on an instrument flight rules (IFR) flight plan for the Hartsfield-Atlanta International Airport; there were 81 passengers and 4 crew members aboard. The flight's route was direct to the Rome VOR and then a Rome runway 26 profile descent to Atlanta. Its estimated time en route was 25 min and its requested en route altitude was 17,000 ft. At 15:56, the controller told Flight 242 that his radarscope was showing heavy precipitation and that the echos were about 5 nmi ahead of the flight. At 15:57:36, the controller said, "...you're in what appears to be about the heaviest part of it now, what are your flight conditions." Flight 242 replied, "...we're getting a little light turbulence and...I'd say moderate rain." At 15:57:47, the controller acknowledged Flight 242's report and told the flight to contact Memphis Center. The Memphis Center controller advised the flight that a SIGMET was current for the area. He then told Flight 242 to contact Atlanta Center. At 16:03:20, Flight 242 switched to another sector of Atlanta Center, established communications on the new frequency and reported being level at FL170. As the aircraft entered an area of rain, the flight crew began discussing the weather depicted on their radar. Based on information from the airborne radar, the captain initially decided that the storms just west of the Rome VOR were too severe to penetrate. Shortly after his initial assessment of the storm system, the captain decided to penetrate the storm area near the Rome VOR. At 16:06:41 Atlanta Center cleared Flight 242 to descend to and maintain 14,000 ft. Shortly afterwards the aircraft entered an area of heavy hail or rain, which continued for at least one minute. The ingestion of intense rain and hail into the engines caused the rotational speed of both engines to decrease below the engine-driven electrical generator operating speeds, and resulted in normal electrical power interruption for 36 seconds. The flight crew likely advanced one or both thrust levers, restoring its generator to operation and provide normal electrical power. After establishing contact with Atlanta Center again, the flight was told to maintain 15,000 ft. At 16:09:15, Flight 242 reported to Atlanta Center, "Okay...we just got our windshield busted and... we'll try to get it back up to 15, we're 14." After reported that the left engine had flamed out, the flight was cleared to descend to 13,000 ft. Meanwhile both engines' high-pressure compressors began to stall severely due to ingestion of massive quantities of water. The severe compressor stalls produced an overpressure surge which deflected the compressor blades forward in the sixth stage of the low-pressure compressors; these blades clashed against the fifth-stage stator vanes and broke pieces from the blades and vanes. Pieces of blades and stator vanes were then ingested into the high-pressure compressors and damaged them severely. Continued high thrust settings following the severe damage to the high-pressure compressors probably caused severe overheating in the turbine sections of both engines, and the engines ceased to function. Shortly before normal electrical power was again, the flight crew radioed that both engines had failed. Atlanta Center told the crew to contact approach control for vectors to Dobbins Air Force Base. Power was then lost for 2 min 4 sec until the APU-driven generator restored electrical power. After establishing contact with Atlanta Approach Control the flight was told they were 20 miles from Dobbins. As the flight was descending, the captain began to doubt their ability to reach Dobbins. Cartersville was closer at 15 miles, so the controller gave vectors for Cartersville. Unable to make it to Cartersville, the crew began looking for a clear field or highway for an emergency landing. At 16:18:02, Flight 242's last transmission to Approach Control was recorded: "... we're putting it on the highway, we're down to nothing." The aircraft's outboard left wing section first contacted two trees near State Spur Highway 92 south-southwest of the community of New Hope. About 0.8 miles farther north-northeast, the left wing again contacted a tree alongside the highway within the community of New Hope. The left and right wings continued to strike trees and utility poles on both sides of the highway, and 570 ft after striking the first tree in New Hope, the aircraft's left main gear contacted the highway to the left of the centerline. Almost simultaneously, the outer structure of the left wing struck an embankment, and the aircraft veered to the left and off the highway. The aircraft traveled another 1,260 ft before it came to rest. As it traveled, the aircraft struck road signs, utility poles, fences, trees, shrubs, gasoline pumps at a gas station-store, five automobiles, and a truck. Of the 85 persons aboard Flight 242, 62 were killed, 21 were seriously injured, and 1 was slightly injured. Additionally, eight persons on the ground were killed. Within a month of the accident, one of the surviving passengers and one person on the ground both died of their injuries.

On final approach to Brugam Airstrip, the twin engine airplane stalled and crashed on a school building. All nine occupants on board the aircraft were injured while five schoolboy were killed and four others injured.

Shortly after takeoff from Harrisburg-Capital City Airport runway 08, the twin engine aircraft went out of control and crashed in flames onto a house located in a populated area in the town of Bressler, 1,55 statute miles from the departure end of runway 08. The aircraft disintegrated on impact and all eight occupants were killed as well as one people in the house.
Those on board were:
Crew:
David M. Wolf, pilot,
Edward Soisson, copilot.
Passengers:
William Sherlock, State Transportation Secretary,
Richard C. Frame, State GOP Chairman,
William R. Smith, Sherlock's Chief of Staff,
Charles Wilson, PennDOT Public Relations Officer,
Larry G. Pennsyl, PennDOT photographer,
John W. Krebs, PennDOT data processing manager.

The aircraft was completing a regular schedule flight from Kristianstad to Stockholm-Bromma with intermediate stop in Växjö and Jönköping, carrying 19 passengers and a crew of three on behalf of Linjeflyg. On approach to Bromma Airport, the crew encountered marginal weather and icing conditions. At an altitude of 1,150 feet and a speed of 137 knots, flaps were deployed at an angle of 40° when control was lost. The airplane entered a nose down attitude and crashed at an angle of 110° and a speed of 210 knots in a parking lot located in the residential area of Kälvesta, about 4,5 km short of runway 12 threshold. The aircraft was totally destroyed by impact forces and a post crash fire and all 22 occupants were killed. At the time of the accident, weather conditions were considered as marginal with icing conditions and a horizontal visibility of 5 km with a cloud base at 700 feet.

Following an uneventful flight from Bombay, the crew started the descent to Bangkok-Don Mueang Airport by night. On approach, the pilot reported runway in sight and was cleared to land on runway 21L. On short final, he failed to realize his altitude was too low when the four engine airplane struck the roof of a building and crashed in flames on a spinning factory located 2 km short of runway. The aircraft and several buildings were killed. All 53 occupants on board the B707 were killed as well as 20 people working in the factory. At the time of the accident, the visibility was estimated to be 4 km.

While approaching Culver City Airport on a flight from Santa Barbara, the twin engine airplane collided with a Beechcraft 35-C33 registered N21TH and owned by Steven I. Fendrik. Following the collision, both aircraft entered a dive and crashed in a residential area in Culver City. Both aircraft were destroyed as well as several cars and building. Both pilots on both aircraft were killed while there were no casualties on the ground. Both aircraft were under radar contact and flying in the vicinity of a controlled airport.

After a long takeoff roll, the airplane took off from runway 32 but encountered serious difficulties to gain sufficient height. After liftoff, the airplane continued at a height of about six metres then struck successively trees, houses and power cables before crashing in a huge explosion on a soccer field located about 560 metres past the runway end. The aircraft disintegrated on impact and several houses and buildings were destroyed. All three crew members were killed as well as 110 people on the ground. 32 others were injured, most of them seriously. Weather conditions at the time of the accident were considered as marginal but did not contribute to the mishap.

The pilot decided to commit suicide due to marital problems and took off alone from Novosibirsk-Severny Airport and directed his aircraft into the 4 floor building where his wife and his son were living (ul. Stepnaya, d. 43/1). A strong fire erupted in the staircase and some 30 flats were damaged. The pilot was killed as well as 4 people in the building, among them three children. 11 other were injured, none of them was related to the pilot.

En route, oil temperature got high and the oil pressure got low. Oil spread on windshield. The engine lost power and the crew attempted an emergency landing when the aircraft struck a cabin and crashed, bursting into flames. Both occupants were seriously injured.

The crew encountered poor weather conditions while approaching Novgorod Airport with fog and a visibility below minimums. On final, the crew descended below MDA when the airplane struck the roof of a printing house and crashed in flames on a small residential building (three floors) located three km short of runway. The aircraft and the building were destroyed. All six occupants as well as five people in the building were killed.