Pan Am flight 103 disaster | terrorist bombing, over Lockerbie, Scotland, United Kingdom [1988] | Britannica.com Pan Am flight 103 disaster terrorist bombing, over Lockerbie, Scotland, United Kingdom [1988] Written By: Pan American World Airways, Inc. Pan Am flight 103 disaster, also called Lockerbie bombing, terrorist bombing of a passenger airliner operated by Pan American World Airways (Pan Am) on Dec. 21, 1988, that killed 270 people. A section of the cockpit of Pan American flight 103, after it was destroyed by a bomb over … Tom Stoddart—Hulton Archive/Getty Images About 7:00 pm on December 21, Pan Am flight 103, a Boeing 747 en route to New York City from London, exploded over Lockerbie, Scotland . The plane had reached a height of approximately 31,000 feet (9,500 metres) and was preparing for the oceanic portion of the flight when a timer-activated bomb detonated.

The bomb, constructed with the odourless plastic explosive Semtex, was hidden in a cassette player that was stored in a suitcase. The blast broke the plane into thousands of pieces that landed in an area covering roughly 850 square miles (2,200 square km). All 259 passengers and crew members were killed. Falling wreckage destroyed 21 houses and killed an additional 11 people on the ground. Although the passengers aboard the plane came from 21 countries, the majority of them were Americans, and the attack increased terrorism fears in the United States . Investigators believed that two Libyan intelligence agents were responsible for the bombing; many speculated that the attack had been retaliation for a 1986 U.S. bombing campaign against Libya ’s capital city, Tripoli . Libyan leader Muammar al-Qaddafi refused to turn over the two suspects. As a result, the United States and the United Nations Security Council imposed economic sanctions against Libya. In 1998 Qaddafi finally accepted a proposal to extradite the men.

In 2001, after an investigation that involved interviewing 15,000 people and examining 180,000 pieces of evidence, Abdelbaset Ali Mohmed al-Megrahi was convicted of the bombing and sentenced to 20 (later 27) years in prison. The other man, Lamin Khalifa Fhimah, was acquitted. The Libyan government eventually agreed to pay damages to the families of the victims of the attack. In 2009 Megrahi, who had been diagnosed with terminal cancer, was released from prison in Scotland on compassionate grounds and allowed to return to Libya; the United States strongly disagreed with the Scottish government’s decision. In July 2010 an investigation spurred by U.S. senators revealed that oil company BP had lobbied for a prisoner transfer agreement between the United Kingdom and Libya. Although both BP and the U.K. government denied that Megrahi was discussed specifically, in 2009 British justice minister Jack Straw had stated that BP’s business dealings with the Libyan government were a factor in considering his case.

Learn More in these related articles: Bombing of Pan Am Flight 103 Over Lockerbie Bombing of Pan Am Flight 103 Over Lockerbie 20th Century History Expert By Jennifer Rosenberg On December 21, 1988, Pan Am Flight 103 exploded over Lockerbie, Scotland, killing all 259 people on board as well as 11 on the ground. Though it was almost immediately evident that a bomb had caused the disaster, it took more than eleven years to bring anyone to trial. What happened to the plane? Why would someone plant a bomb on Flight 103? Why did it take eleven years to have a trial? The Explosion Pan Am Flight 103 taxied out of the gate at Heathrow Airport in London at 6:04 p.m. on December 21, 1988 - four days before Christmas. The 243 passengers and 16 crew members were preparing themselves for a relatively long flight to New York . After taxying for a few minutes, Flight 103, on a Boeing 747, took off at 6:25 p.m.

They had no idea that they only had 38 more minutes to live. By 6:56 p.m., the plane had reached 31,000 feet. At 7:03 p.m., the plane exploded. Control had just been issuing Flight 103's clearance to start its oceanic segment of their journey to New York, when Flight 103's blip went off their radar. continue reading below our video 10 Facts About the Titanic That You Don't Know Seconds later the one large blip was replaced with multiple blips traveling downwind. For the residents of Lockerbie, Scotland, their nightmare was just about to begin. "It was like meteors falling from the sky," described resident Ann McPhail (Newsweek, Jan. 2, 1989, pg. 17). Flight 103 was over Lockerbie when it exploded. Many residents described the sky lighting up and a large, deafening roar. They soon saw pieces of the plane as well as pieces of bodies landing in fields, in backyards, on fences, and on rooftops.

Fuel from the plane was already on fire before it hit the ground; some of it landed on houses, making the houses explode. One of the plane's wings hit the ground in the southern area of Lockerbie. It hit the ground with such impact that it created a crater 155 feet long, displacing approximately 1500 tons of dirt. The nose of the airplane landed mostly intact in a field about four miles from the town of Lockerbie. Many said the nose reminded them of a fish's head cut off from its body. Wreckage was strewn over 50 square miles. Twenty-one of Lockerbie's houses were completely destroyed and eleven of its residents were dead. Thus, the total death toll was 270 (the 259 aboard the plane plus the 11 on the ground). Why Was Flight 103 Bombed? Though the flight held passengers from 21 countries, the bombing of Pan Am Flight 103 hit the United States especially hard. Not only because 179 of the 259 people on board were Americans, but because the bombing shattered America's sense of safety and security. Americans in general felt trodden upon by the unknown danger of terrorism.

Though there is no doubt of the horror of this crash, this bomb and its aftermath was just the most recent in a string of similar events. As revenge for the bombing of a Berlin nightclub where two U.S. personnel were killed, President Ronald Reagan ordered the bombing of Libya's capital Tripoli and the Libyan city of Benghazi in 1986. Some people think that bombing Pan Am Flight 103 was in retaliation for these bombings. In 1988, the USS Vincennes (a U.S. guided missile cruiser ) shot down an Iranian passenger jet, killing all 290 people on board. There is little doubt that this caused as much horror and sorrow as the explosion on Flight 103. The U.S. government claims that the USS Vincennes mistakenly identified the passenger plane as an F-14 fighter jet. Other people believe that the bombing over Lockerbie was in retaliation for this disaster. Right after the crash, an article in Newsweek stated, "It would be up to George Bush to decide whether, and how, to retaliate" (Jan. 2, 1989, pg. 14).

Does the United States have any more right to "retaliate" than do the Arab countries ? The Bomb After investigators had interviewed over 15,000 people, examined 180,000 pieces of evidence, and researched in more than 40 countries, there is some understanding as to what blew up Pan Am Flight 103. The bomb was made out of the plastic explosive Semtex and was activated by a timer. The bomb was hidden in a Toshiba radio-cassette player which in turn, was inside a brown Samsonite suitcase. But the real problem for investigators has been who put the bomb in the suitcase and how did the bomb get on the plane? The investigators believe they received a "big break" when a man and his dog were walking in a forest about 80 miles from Lockerbie. While walking, the man found a T-shirt which turned out to have pieces of the timer in it. Tracing the T-shirt as well as the maker of the timer, investigators felt confident they knew who bombed Flight 103 - Abdelbaset Ali Mohmed al-Megrahi and Al Amin Khalifa Fhimah.

11 Years of Waiting The two men whom investigators believe are the bombers were in Libya. The United States and the United Kingdom wanted the men tried in an American or British court, but Libyan dictator Muammar Qaddafi refused to extradite them. The U.S. and the U.K. were angry that Qaddafi would not turn over the wanted men, so they approached the United Nation's Security Council for help. To pressure Libya into turning over the two men, the Security Council imposed sanctions over Libya. Though hurting financially from the sanctions, Libya continually refused to turn over the men. In 1994, Libya agreed to a proposal that would have the trial held in a neutral country with international judges. The U.S. and the U.K. refused the proposal. In 1998, the U.S. and the U.K. offered a similar proposal but with Scottish judges rather than international ones. Libya accepted the new proposal in April 1999. Though the investigators were once confident that these two men were the bombers, there proved to be many holes in the evidence. On January 31, 2001, Megrahi was found guilty of murder and was sentenced to life imprisonment.

Fhimah was acquitted. On August 20, 2009, the UK gave Megrahi, who suffered from terminal prostate cancer, a compassionate release from prison so that he could go back to Libya to die amongst his family. Nearly three years later, on May 20, 2012, Megrahi died in Libya. Pan Am Flight 103 Pan Am Flight 103 Clipper Maid of the Seas, pictured some months before the aircraft crashed at Lockerbie, Scotland Summary 270 (including 11 on ground) Injuries Survivors 0 Pan Am Flight 103 was Pan American World Airways' third daily scheduled transatlantic flight from London's Heathrow International Airport to New York's John F. Kennedy International Airport. On December 21, 1988, the aircraft flying this route, a Boeing 747-121 registered N739PA and named "Clipper Maid of the Seas", was destroyed as it flew over Lockerbie, Dumfries and Galloway, Scotland .

In the subsequent investigation into the crash, forensic experts determined that 12 to 16 oz (340 to 450 g) of plastic explosive had been detonated in the forward cargo hold, triggering a sequence of events that led to the rapid destruction of the aircraft. Winds of 100 knots (190 km/h) scattered victims and debris along a 130 km (81 mile) corridor over an area of 845 square miles (2189 sq km). The death toll was 270 people from 21 countries, including 11 people in the town of Lockerbie. Known as the Lockerbie bombing and the Lockerbie air disaster in the UK , it became the subject of Britain's largest criminal inquiry, led by its smallest police force, Dumfries and Galloway Constabulary. It was widely regarded as an assault on a symbol of the United States , and with 189 of the victims being Americans, it stood as the deadliest attack on American civilians until the September 11, 2001 attacks . After a three year joint investigation by the Scottish Dumfries and Galloway Constabulary and the U.S.

Federal Bureau of Investigation , during which 15,000 witness statements were taken, indictments for murder were issued on November 13, 1991, against Abdelbaset Ali Mohmed Al Megrahi, a Libyan intelligence officer and the head of security for Libyan Arab Airlines (LAA), and Al Amin Khalifa Fhimah, the LAA station manager in Luqa Airport, Malta . United Nations sanctions against Libya and protracted negotiations with the Libyan leader Colonel Muammar Gaddafi secured the handover of the accused on April 5, 1999 to Scottish police at Camp Zeist, Netherlands, chosen as a neutral venue. 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. Megrahi's appeal against his conviction was refused on March 14, 2002, and his application to the European Court of Human Rights was declared inadmissible in July 2003.

On September 23, 2003 Megrahi applied to the Scottish Criminal Cases Review Commission (SCCRC) for his conviction to be reviewed, and for his case to be referred back to the High Court for a fresh appeal. He is serving his sentence in Greenock prison near Glasgow , where he continues to profess his innocence. Passengers PA103 had started as PA103A at Frankfurt International Airport in Frankfurt, West Germany, operated by a Boeing 727 for the leg to Heathrow Airport in London, England . Forty-seven of the 89 passengers on PA103A changed aircraft there to a Boeing 747 which would continue the flight, thereafter called PA103, on its journey to JFK in New York. The 747 had arrived at noon from San Francisco and had been parked at stand K-14, Terminal 3, and guarded for two hours by Pan Am's security company, Alert Security, but otherwise not watched. There were 243 passengers and 16 crew members on board, led by the pilot, Captain James MacQuarrie, First Officer Raymond Wagner, and Flight Engineer Jerry Avritt.

Thirty-five students from Syracuse University and two from the State University of New York at Oswego were on board, flying home from an overseas study program in London. Ten of the victims were residents of Long Island – including father and son, John and Sean Mulroy – and were returning home for seasonal celebrations with families and friends, as reported by Newsday of December 27, 1988. Five members of the Dixit family, including 3-year-old Suruchi Rattan, were flying to Detroit from New Delhi . They were supposed to be on Flight 67, which had left Frankfurt earlier in the day, but one of the children had fallen ill with breathing difficulties, and the pilot had taken the unusual step of bringing the plane back to the gate to allow the family to disembark. The boy soon recovered, and the family was transferred to PA103 instead. Suruchi was wearing a bright red kurta and salwar for her journey — a knee length tunic and matching pants — and she became associated with a note left with flowers outside Lockerbie town hall: To the little girl in the red dress who lies here who made my flight from Frankfurt such fun. You didn't deserve this. God Bless, Chas.

There were at least four U.S. intelligence officers on the passenger list, with rumors, never confirmed, of a fifth. The presence of these men on the flight later gave rise to a number of conspiracy theories, in which one or more of them were said to have been the bombers' targets. Matthew Gannon, the CIA's deputy station chief in Beirut , Lebanon , was sitting in Clipper Class, seat 14J. Major Chuck "Tiny" McKee , a senior army officer on secondment to the Defense Intelligence Agency (DIA) in Beirut , sat behind Gannon in the centre aisle in seat 15F. Two CIA officers, believed to be acting as bodyguards to Gannon and McKee, were sitting in economy: Ronald Lariviere, a security officer from the U.S. Embassy in Beirut, was in 20H, and Daniel O'Connor, a security officer from the U.S. Embassy in Nicosia, Cyprus , sat five rows behind Lariviere in 25H, both men seated over the right wing. The four men had flown together out of Cyprus that morning. Major McKee is believed to have been in Beirut trying to locate the American hostages held at that time by Hezbollah.

After the bombing, sources close to the investigation told journalists that a map had been found in Lockerbie showing the suspected locations of the hostages, as marked by McKee, though this discovery was not confirmed in court. Also on board, in seat 53K at the back of the plane, was 20-year-old Khalid Nazir Jaafar, who had moved from Lebanon to Detroit with his family, where his father ran a successful auto-repair business. Because of his Lebanese background, and because he was returning from having visited relatives there, Jaafar's name later figured prominently in the investigation into the bombing, as well as in a number of conspiracy theories that developed. Helsinki warning A declassified CIA document referring to the Helsinki warning On December 5, the Federal Aviation Administration (FAA) issued a security bulletin saying that, on December 5, a man with an Arabic accent had telephoned the U.S. Embassy in Helsinki , Finland , and had told them that a Pan Am flight from Frankfurt to the United States would be blown up within the next two weeks by someone associated with the Abu Nidal Organization. He said a Finnish woman would carry the bomb on board as an unwitting courier.

The caller was off by only two days. The warning was taken seriously at the time by the U.S. government. The State Department cabled the bulletin to dozens of embassies. The FAA sent it to all U.S. carriers, including Pan Am, which had charged each of the passengers a five-dollar security surcharge, promising a "program that will screen passengers, employees, airport facilities, baggage and aircraft with unrelenting thoroughness" (The Independent, March 29, 1990); however, the security team in Frankfurt had found the warning hidden under a pile of papers on someone's desk the day after the bombing (Cox and Foster 1992). One of the Frankfurt security screeners, whose job it was to spot explosive devices under X-ray, told ABC News that she had first learned what Semtex was during ABC's interview of her 11 months after the bombing (Prime Time Live, November 1989). On December 13, the warning was posted on bulletin boards in the U.S.

Embassy in Moscow , and eventually distributed to the entire American community there, including journalists and businessmen, as a result of which a number of people allegedly booked on carriers other than Pan Am, leaving seats empty on PA103 that were later sold cheaply in so-called "bucket shops". PA103 investigators subsequently said the telephone warning had been a hoax and a chilling coincidence. People who missed the flight A number of stories emerged after the bombing of people with reservations on PA103 who missed the flight. American musical quartet The Four Tops were returning to the States for Christmas, but were late getting out of a recording session. Angry at being too late to catch the flight, they were arguing about it when they heard it had exploded ( ABC News Prime Time Live, November 30, 1989). Former Sex Pistols band member John Lydon and his wife, Nora, also had a narrow escape. "Nora and I should have been dead," he told the Scottish Sunday Mirror. "We only missed the flight because Nora hadn't packed in time.

The minute we realised what happened, we just looked at each other and almost collapsed." Jaswant Basuta got drunk in the passenger lounge after checking in, and sprinted to the gate to find the aircraft's doors had just been closed. He pleaded for the doors to be re-opened, but Pan Am duty manager Christopher Price refused. Just over an hour later, two police officers arrived in the passenger lounge to tell Basuta the flight was down and that he was a suspect, because his suitcase had been on the plane, but he had not — a breach by the airline of Federal Aviation Administration (FAA) rules, which insist that the checked baggage of any passenger who failed to board be removed from the aircraft's hold. While he was being questioned, his wife, Surinder — who believed he was on the flight — made a promise to the image of a Sikh prophet on the clock in the kitchen at home that she would hire priests to perform a special 48-hour prayer session if her husband survived. On a Friday morning two months later, she and her husband, Jaswant went to a Sikh temple in New York, and with the priests she had invited, prayed from 10:00 a.m.

on Friday until 10:00 a.m. on Sunday. "On one side of the door was death," Surinder told authors Matthew Cox and Tom Foster, "on the other, life. It's like someone pulled him back" (Cox and Foster 1992). Others known or rumoured to have cancelled reservations on PA103 include former South African foreign minister Pik Botha, who was travelling to a United Nations ceremony in New York to sign an accord granting independence to Namibia ( Bernt Carlsson, the UN Commissioner for Namibia, who was travelling to the same ceremony, died on board the flight ); John McCarthy, then U.S. Ambassador to Lebanon; Chris Revell, the son of Oliver "Buck" Revell, then executive assistant director of the FBI ; and Steven Greene, assistant administrator in the Office of Intelligence of the U.S. Drug Enforcement Administration. The alleged cancellation of tickets by high-profile passengers later fuelled rumours that intelligence agencies had advance warning of the bombing.

Last contact The flight was scheduled to depart at 18:00, and pushed back from the gate at 18:04, but because of a 25-minute delay, not unusual during rush hour at Heathrow Airport, it took off from runway 27L at 18:25 instead, flying northwest out of Heathrow, a so-called Daventry departure. Once clear of Heathrow, the pilot steered due north toward Scotland. At 18:56, as the aircraft approached the border, it reached its cruising altitude of 31,000 ft (9400 m), and MacQuarrie throttled the engines back to cruising power. At 19:00, PA103 was picked up by the Scottish Area Control Centre at Prestwick, Scotland, where it needed clearance to begin its flight across the Atlantic Ocean . Alan Topp, an air traffic controller, made contact with the clipper as it entered Scottish airspace. Captain James MacQuarrie replied: "Good evening Scottish, Clipper one zero three.

We are at level three one zero." Then First Officer Wagner spoke: "Clipper 103 requesting oceanic clearance." Those were the last words heard from the aircraft. Explosion At 19:01, Topp watched Flight 103 approach the corner of the Solway Firth, and at 19:02, it crossed its northern coast. The aircraft appeared as a small green square with a cross at its centre showing its transponder code or "squawk" — 0357 and flight level — 310. The code gave Topp information about the time and height of the plane: the last code he saw for the Clipper told him it was flying at 31,000 ft (9400 m) on a heading of 316 degrees magnetic, and at a speed of 313 knots (580 km/h) calibrated air speed. It was 46.9 seconds past 19:02. Subsequent analysis of the radar returns by RSRE concluded that the aircraft was tracking 321° (grid) and travelling at a ground speed of 434 knots (804 km/h).

At that moment, the plane's code and the cross in the middle of the square disappeared. Topp tried to make contact with Captain McQuarrie, and asked a nearby KLM flight to do the same, but there was no reply. At first, Topp believed he was watching the flight enter a so-called zone of silence: dead space where objects are invisible to radar . Where there should have been one green square on his screen, there were four, and as the seconds passed, the squares began to fan out (Cox and Foster 1992). Comparison of the cockpit voice recorder with the radar returns showed that 8 seconds after the explosion, wreckage had a 1-nautical-mile (2 km) spread. A minute later, the wing section containing 200,000 lb (91,000 kg) of fuel hit the ground at Sherwood Crescent, Lockerbie. The British Geological Survey at Eskdalemuir, just outside Lockerbie, registered a seismic event measuring 1.6 on the Richter scale as all trace of two families, several houses, and the 196 ft (60 m) wing of the aircraft disappeared.

A British Airways pilot, Captain Robin Chamberlain, flying the Glasgow–London shuttle near Carlisle called Scottish to report that he could see a massive fire on the ground. The destruction of PA103 continued on Topp's screen, by now full of bright squares moving eastwards with the wind. Aircraft break up The explosion punched a 20-inch-wide (0.5 m) hole, almost directly under the P in Pan Am, on the left side of the fuselage. The disintegration of the aircraft was rapid. Investigators from the Air Accidents Investigation Branch (AAIB) of the British Department of Transport concluded that the nose of the aircraft separated from the main section within three seconds of the explosion. The flight data recorder, a bright orange-coloured recording device located in the tail section of the aircraft, was found in a field by police searchers within 24 hours of the bombing. There was no evidence of a distress call: a 180- millisecond hissing noise could be heard as the explosion destroyed the aircraft's communications centre. After being lowered into the cockpit in Lockerbie before it was moved, and while the bodies of the flight crew were still inside it, investigators from the U.S.

Federal Aviation Administration (FAA) concluded that no emergency procedures had been started. The pressure control and fuel switches were both set for cruise, and the crew had not used their oxygen masks, which would have descended within five seconds of a rapid depressurisation of the aircraft (Cox and Foster 1992). The nerve centre of a 747, from which all the navigation and communication systems are controlled, sits two floors below the cockpit, separated from the forward cargo hold only by a bulkhead wall. Investigators concluded that the force of the explosion broke through this wall and shook the flight-control cables, causing the front section of the fuselage to begin to roll, pitch, and yaw. These violent movements snapped the reinforcing belt that secured the front section to the row of windows on the left side and it began to break away. At the same time, shock waves from the blast ricocheted back from the fuselage skin in the direction of the bomb, meeting pulses still coming from the initial explosion. This produced Mach stem shock waves, calculated to be 25 percent faster than, and double the power of, the waves from the explosion itself (Cox and Foster, 1992).

These shock waves rebounded from one side of the aircraft to the other, running down the length of the fuselage through the air-conditioning ducts and splitting the fuselage open. (pdf) A section of the 747's roof several feet above the point of detonation peeled away. The Mach stem waves pulsing through the ductwork bounced off overhead luggage racks and other hard surfaces, jolting the passengers. The power of the explosion was enhanced by the difference in air pressure between the inside of the aircraft, where it was kept at breathable levels, and outside, where it was about a quarter of what it is at sea level. The nose of the aircraft, containing the crew and the first class section, broke away, striking the No. 3 Pratt & Whitney engine as it snapped off. Investigators believe that within three seconds of the explosion, the cockpit, fuselage, and No. 3 engine were falling separately. The fuselage continued moving forward and down until it reached 19,000 ft (6,000 m), at which point its dive became almost vertical.

As it descended, the fuselage broke into smaller pieces, with the section attached to the wings landing first in Sherwood Crescent, where the aviation fuel inside the wings ignited, causing a fireball that destroyed several houses, and which was so intense that nothing remained of the left wing of the aircraft. Investigators were able to determine that both wings had landed in the crater only after counting the number of large, steel flapjack screws that were found there (Cox and Foster 1992). Victims Passengers and crew Map of PA103's massive debris field. All 243 passengers and 16 crew members were killed. A Scottish Fatal Accident Inquiry, which opened on October 1, 1990, heard that, when the cockpit broke off, tornado-force winds would have torn through the fuselage, tearing clothes off passengers and turning objects like drink carts into lethal pieces of shrapnel. Because of the sudden change in air pressure, the gases inside the passengers' bodies would have expanded to four times their normal volume, causing their lungs to swell and then collapse.

People and objects not fixed down would have been blown out of the aircraft at an air temperature of minus 50°F (-46°C), their 6-mile (9 km) fall lasting about two minutes (Cox and Foster 1992). Some passengers remained attached to the fuselage by their seat belts, landing in Lockerbie strapped to their seats. The flight crew and a number of first-class passengers were seated inside the aircraft nose section, when it crash-landed in a field near Tundergarth village church. Although the passengers would have lost consciousness through lack of oxygen , forensic examiners believe some of them might have regained consciousness as they fell toward oxygen-rich lower altitudes. Forensic pathologist Dr. William G. Eckert, director of the Milton Helpern International Centre of Forensic Sciences at Wichita State University, who examined the autopsy evidence, told Scottish police he believed the flight crew, some of the flight attendants, and 147 other passengers survived the bomb blast and depressurization of the aircraft, and may have been alive on impact. None of these passengers showed signs of injury from the explosion itself, or from the decompression and disintegration of the aircraft.

The inquest heard that a mother was found holding her baby; two friends were holding hands; and a number of passengers were found clutching crucifixes. Dr. Eckert told Scottish police that distinctive marks on Captain MacQuarrie's thumb suggested he had been hanging onto the yoke of the plane as it descended, and may have been alive when the plane crashed. The pilot, first officer, flight engineer, a flight attendant, and a number of first-class passengers were found still strapped to their seats inside the nose section, when it crash-landed in a field by a tiny church in the village of Tundergarth. The inquest heard that the flight attendant was alive when found by a farmer's wife, but died before her rescuer could summon help. A male passenger was also found alive, and medical authorities believe he might have survived had he been found earlier (Cox and Foster 1992).

Lockerbie residents On the ground, 11 Lockerbie residents were killed when the wings, still attached by a piece of fuselage, hit 13 Sherwood Crescent at more than 500 mph and exploded, creating a crater 47 metres (155 ft) long and with a volume of 560 m³ (730 yd³), vaporising several houses and their foundations, and damaging 21 others so badly they had to be demolished. Four members of one family, Jack and Rosalind Somerville and their children, Paul and Lynsey, died when their house at 15 Sherwood Crescent exploded. A fireball rose above the houses and moved toward the nearby Glasgow – Carlisle motorway ( A74(M)), scorching cars in the southbound lanes, leading motorists and local residents to believe that there had been a meltdown at the nearby Chapelcross nuclear power plant. The only house left standing intact in the area belonged to Father Patrick Keegans, Lockerbie's Roman Catholic priest.

For many days, Lockerbie residents lived with the sight of bodies in their gardens and in the streets, as forensic workers photographed and tagged the location of each body to help determine the exact position and force of the onboard explosion, by coordinating information about each passenger's assigned seat, type of injury, and where they had landed. Local resident Bunty Galloway told authors Geraldine Sheridan and Thomas Kenning (1993): A boy was lying at the bottom of the steps on to the road. A young laddie with brown socks and blue trousers on. Later that evening my son-in-law asked for a blanket to cover him. I didn't know he was dead. I gave him a lamb's wool travelling rug thinking I'd keep him warm. Two more girls were lying dead across the road, one of them bent over garden railings. It was just as though they were sleeping. The boy lay at the bottom of my stairs for days. Every time I came back to my house for clothes he was still there. "My boy is still there," I used to tell the waiting policeman. Eventually on Saturday I couldn't take it no more. "You got to get my boy lifted," I told the policeman. That night he was moved.

Despite being advised by their governments not to travel to Lockerbie, many of the passengers' relatives, most of them from the U.S., arrived there within days to identify their loved ones. Volunteers from Lockerbie set up and manned canteens, which stayed open 24 hours a day, where relatives, soldiers, police officers, and social workers could find free sandwiches, hot meals, coffee , and someone to talk to. The women of the town washed, dried, and ironed every piece of clothing that was found, so that as many items as possible could be returned to the relatives once the police had determined they were of no forensic value. The BBC 's Scottish correspondent, Andrew Cassel, reported on the tenth anniversary of the bombing that the townspeople had "opened their homes and hearts" to the relatives, bearing their own losses " stoically and with enormous dignity," and that the bonds forged then continue to this day. Claims of responsibility According to a CIA analysis dated December 22, 1988, several groups were quick to claim responsibility in telephone calls in the United States and Europe: A male caller claimed that a group called the Guardians of the Islamic Revolution had destroyed the plane in retaliation for the U.S.

shootdown of an Iranian airliner last July. A caller claiming to represent the Islamic Jihad organization told ABC News in New York that the group had planted the bomb to commemorate Christmas. The Ulster Defense League allegedly issued a telephonic claim. Another anonymous caller claimed the plane had been downed by Mossad, the Israeli Intelligence service. After finishing this list, the author then stated: We consider the claims from the Guardians of the Islamic Revolution as the most credible one received so far. The analysis concluded: We cannot assign responsibility for this tragedy to any terrorist group at this time. We anticipate that, as often happens, many groups will seek to claim credit. Motive On 15 April– 16 April 1986, U.S. warplanes launched a series of military strikes from British bases called Operation El Dorado Canyon — the first U.S. military strikes from Britain since World War II — against Tripoli and Benghazi, Libya, in retaliation for the bombing 10 days earlier of a West Berlin nightclub used by U.S. soldiers, which had killed three and injured 230.

(Gaddafi had, in turn, ordered the West Berlin bombing in revenge for the sinking of two Libyan boats by the United States in the Gulf of Sirte at the end of March.) Among dozens of others, the airstrikes killed Hanna Gaddafi, a baby girl Gaddafi claimed to have adopted. Investigation The initial investigation into the crash site by Dumfries and Galloway police involved military and civilian helicopter surveys, satellite imaging, and a fingertip search of the area by police and soldiers. More than 10,000 pieces of debris were retrieved, tagged and entered into a computer tracking system. The fuselage of the aircraft was reconstructed by air accident investigators, revealing a 20-inch hole consistent with an explosion in the forward cargo hold. Examination of the baggage containers revealed that the container nearest the hole had blackening, pitting, and severe damage indicating a "high-energy event" had taken place inside it. A series of test explosions were carried out to confirm the precise location and quantity of explosive used.

Fragments of a Samsonite suitcase believed to have contained the bomb were recovered, together with parts and pieces of circuit board identified as part of a Toshiba Bombeat radio cassette player, similar to that used to conceal a Semtex bomb seized by West German police from a Palestinian terror group two months earlier. Items of baby clothing were also traced to the same suitcase, which were subsequently proven to have been made in Malta. The clothes were traced to a Maltese merchant, Tony Gauci, who became a key prosecution witness, testifying that he sold the clothes to a man of Libyan appearance, whom he later identified as Abdelbaset Ali Mohmed Al Megrahi. A circuit board fragment, found embedded in a piece of charred material, was identified as part of an electronic timer similar to that found on a Libyan intelligence agent who had been arrested 10 months previously, carrying materials for a Semtex bomb. The timer was traced through its Swiss manufacturer, Mebo, to the Libyan military.

Investigators also discovered that an unaccompanied bag had been routed onto PA103, via the interline baggage system, from Luqa airport on Air Malta flight KM180 to Frankfurt, and then by feeder flight PA103A to Heathrow. This unaccompanied bag was shown at the trial to have been the bomb suitcase. Trial and appeal On May 3, 2000 the trial of the two Libyans, Abdelbaset Ali Mohmed Al Megrahi and Lamin Khalifah Fhimah, accused of the 1988 PA103 bombing, began. Megrahi was convicted of murder on January 31, 2001, and was sentenced to life imprisonment. His co-accused, Fhimah, was acquitted. Megrahi's appeal against conviction was rejected on March 14, 2002. He subsequently appealed against his 27-year minimum prison sentence. His case has been under review for the past three years by the Scottish Criminal Cases Review Commission (SCCRC) which is expected to conclude that Megrahi's case should be referred back to the High Court for a fresh appeal against conviction.

In two reports issued in February 2001 and March 2002 respectively, Professor Hans Köchler, an international observer of the trial appointed by the Secretary-General of the United Nations , criticized the decisions of the trial and appeal courts as a "spectacular miscarriage of justice." In a statement issued in August 2003, Köchler called for an independent international inquiry into the case. In November 2005 legal academic, Professor Robert Black, who devised the special arrangements for the non-jury Scots law trial at Camp Zeist, Netherlands, gave his opinion: "The SCCRC will proceed with its investigation and with its likely reference of the case back for a fresh appeal against conviction, even if Megrahi is repatriated and (as part of any deal between the UK and Libyan governments) asks that any further proceedings be terminated.

UK Lockerbie relatives have already made representations to this effect to the SCCRC, which is statutorily obliged to take such representations into account in reaching its decision." On May 4, 2006, the Scottish Executive announced that a panel of five judges sitting in Edinburgh would hear Megrahi's appeal against his 27-year minimum jail sentence on July 11, 2006. However, defence lawyers and others, including PA103 relatives, expressed concern about the timing of this appeal against sentence and about a possible appeal against conviction (that the SCCRC might decide upon) which, they maintain, should be heard at the same time. Addressing these concerns, a court spokesman said: "There might be a referral from the commission [SCCRC], but there might not be." Lawyers for Megrahi later insisted that both appeals (against sentence and conviction) ought to take place at the special Scottish court at Camp Zeist, Netherlands – where his trial and first appeal against conviction were held – rather than in Edinburgh.

The Crown disputed the move on security and cost grounds, but on June 8, 2006, the Scottish Court of Criminal Appeal decided to postpone the July appeal against sentence until October 2006. On November 1, 2006 Megrahi was reported to have dropped his demand for the new appeal to be held at Camp Zeist. Compensation from Libya On May 29, 2002, Libya offered up to $2.7 billion to settle claims by the families of the 270 killed in the Lockerbie bombing, representing US$10 million per family. The Libyan offer meant that: 40% of the money would be released when United Nations sanctions – suspended in 1999 – were cancelled; another 40% when U.S. trade sanctions were lifted; and, the final 20% when the U.S. State Department removed Libya from its list of states sponsoring terrorism. Jim Kreindler of New York law firm, Kreindler & Kreindler, which orchestrated the settlement, said: "These are uncharted waters.

It is the first time that any of the states designated as sponsors of terrorism have offered compensation to families of terror victims." The U.S. State Department maintained that it was not directly involved: "Some families want cash, others say it is blood money," said a State Department official. Compensation for the families of the PA103 victims was among the steps set by the UN for lifting its sanctions against Libya. Other requirements included a formal denunciation of terrorism—which Libya said it had already made—and accepting responsibility for the actions of its intelligence agents. Over 18 months later, on December 5, 2003, Jim Kreindler revealed that his Park Avenue law firm would receive an initial contingency fee of around US$1 million from each of the 128 American families Kreindler represents. The firm's fees could exceed US$300 million eventually.

But Kreindler argued: "Over the past seven years we have had a dedicated team working tirelessly on this and we deserve the contingency fee we have worked so hard for, and I think we have provided the relatives with value for money." Another top legal firm in the U.S., Speiser Krause, which represented 60 relatives, of whom half were UK families, were understood to have concluded contingency deals securing them fees of between 28 and 35 percent of individual settlements. Frank Greneda of Speiser Krause commented: "Sure the rewards in the U.S. are more substantial than anywhere else in the world but nobody has questioned the fee whilst the work has been going on, it is only now as we approach a resolution when the criticism comes your way." On August 15, 2003 Libya's UN ambassador, Ahmed Own, submitted a letter to the UN Security Council formally accepting "responsibility for the actions of its officials" in relation to the Lockerbie bombing.

The Libyan government then proceeded to pay compensation to each family of US$8 million (from which legal fees of about US$2.5 million were deducted) and, as a result, the UN cancelled the sanctions that had been suspended four years earlier and U.S. trade sanctions were lifted. A further US$2 million would have gone to each family had the U.S. State Department removed Libya from its list of states regarded as supporting international terrorism, but as this did not happen by the deadline set by Libya, the Libyan Central Bank withdrew the remaining US$540 million in April 2005 from the escrow account in Switzerland through which the earlier US$2.16 billion compensation for the victims' families had been paid. With the announcement on May 15, 2006, that the United States is to renew full diplomatic relations with Libya after deciding to remove it from its list of countries that support terrorism, the inevitable question arises: will Libya now pay the remaining compensation of US$2 million per family (US$540 million in total) that was previously on offer? Some observers believe that Libya's acceptance of responsibility amounted to a business deal aimed at having the sanctions overturned, rather than an admission of guilt.

On February 24, 2004, Libyan Prime Minister Shukri Ghanem stated in a BBC Radio 4 interview that his country had paid the compensation as the "price for peace" and to secure the lifting of sanctions. Asked if Libya did not accept guilt, he said, "I agree with that." He also said there was no evidence to link Libya with the April 1984 shooting of police officer Yvonne Fletcher outside the Libyan Embassy in London. Gaddafi later retracted Ghanem's comments, under pressure from Washington and London . A civil action against Libya continues on behalf of Pan Am, which went bankrupt partly as a result of the attack. The airline is seeking $4.5 billion for the loss of the aircraft and the effect on the airline's business. In October 2005, it was reported that the British, American and Libyan governments were negotiating the transfer of Megrahi to a prison in his home country on condition that he drops any further appeal against his conviction. It was a proviso of his conviction that he should serve his full jail term in Scotland.

That such a deal could even be contemplated strongly suggests the British and American governments would prefer the case not to be reopened, since a successful appeal could easily sour their new détente with Libya. Alternative theories Two controversial PA103 topics appear in the alternative theories article: Reopening the case The framing of Libya And seven alternative theories, which dispute the guilt of Megrahi and/or the responsibility of Libya for the PA103 bombing, are examined in some detail: CIA in Lockerbie Iran, the PFLP-GC, and operation Autumn Leaves Iran and the London angle Libya and Abu Nidal 1000+ images about Lockerbie Disaster on Pinterest | Trees, Memorial plaques and Memorial gardens Forward 1988 ♦ December 21 – Pan Am Flight 103, a Boeing 747, disintegrates in the air over Lockerbie, Dumfries and Galloway, Scotland, after a terrorist bomb explodes on board. All 259 people on board and 11 on the ground are killed. The incident is also known as the Lockerbie air disaster.

See More Lockerbie Pan Am 103 The Warnings & Empty Seats of those who chose not to fly at last minute - YouTube Find out why Close Lockerbie Pan Am 103 The Warnings & Empty Seats of those who chose not to fly at last minute Want to watch this again later? Sign in to add this video to a playlist. Need to report the video? Sign in to report inappropriate content. The interactive transcript could not be loaded. Loading... Rating is available when the video has been rented. This feature is not available right now. Please try again later. Published on Oct 28, 2014 The Maltese Double Cross – Lockerbie is a documentary film about the 1988 bombing of Pan Am Flight 103. Fighting for the truth about Pan Am 103 Mail on Sunday Published April 1989 It was only afterwards – after the dust had settled and all the reporters and supporters had gone home – that Bert Ammermann finally calmed down enough to realise what he had done.

Here he was – the same Bert Ammerman who had spent his life coaching football and teaching history at the High School, who once daydreamed he might run for the town council, who lived quietly with his wife and two daughters and a dog that scratched hell out of the furniture – here he was walking into the White House, sitting down opposite the President of the United States of America and personally giving him a piece of his mind. It was hard to believe. Ammerman’s whole life has been that way ever since that Wednesday afternoon last December when a waitress came wandering through the restaurant where he was holding a Christmas party with some other teachers from the High School, asking: “Is there a Bert here? There’s a phone call for someone called Bert.” A moment later, he was on the phone, hearing that his younger brother, Tom, had been in a plane crash. The rest of that afternoon was a struggle between a faint hope that Tom had kept his original booking on a flight which had landed safely and the growing certainty that he had changed at the last minute to Pan Am flight 103 which had been mysteriously destroyed 31,000 feet over Lockerbie, Scotland.

Even then, as the scale of the disaster which had killed his brother became clear, there was never a hint of how events were about to seize Bert Ammerman and hurl him into a world of power and politics and conspiracy in high places. Ammerman is the model of a middle-class American: a God-fearing, patriotic Republican who has lived almost all his 42 years in the same comfortable little town of Howarth, half an hour’s drive from New York in the green fields of New Jersey. He has a jovial, bear-hugging, table-thumping kind of aggression about him, and he is in the habit of getting his way. Like the time he applied for the job of football coach at the school. High School officials told him he lacked experience. “Well, how am I ever gonna get any experience if you don’t give me a break?” he demanded. They gave him the job, and in his second season, the team won the biggest thing they could win -the state championship – for the first time in their history. Ammerman was immediately rewarded with a new job as assistant principal – and he learned a lesson about officials which he never forgot.

The day of the Lockerbie disaster, Pan Am were urging American relatives not to travel to the UK. Ammerman insisted. “There was no way I was going to have strangers dictating to me about my brother.” He was one of only 27 relatives who took the first flight to England. In London, American and British officials told them not to go on to Lockerbie. Ammerman insisted and he was one of only seven relatives who arrived in the stricken town within 48 hours of the disaster. In Lockerbie, town officials explained that it was not possible to visit the site of the crash. “Let’s make a deal,” said Ammerman. “You provide the Scottish hospitality. I’ll provide the American sneakiness.” An hour later, after a cross-country hike and a scramble through barbed wire, he was at the site, awe-struck by the devastation. The relatives who stayed behind found even more obstructions being placed in their way.

Pan Am Flight 103 explodes over Lockerbie, Scotland - Dec 21, 1988 - HISTORY.com Pan Am Flight 103 explodes over Lockerbie, Scotland Share this: Pan Am Flight 103 explodes over Lockerbie, Scotland Author Pan Am Flight 103 explodes over Lockerbie, Scotland URL Publisher A+E Networks Pan Am Flight 103 from London to New York explodes in midair over Lockerbie, Scotland, an hour after departure. A bomb that had been hidden inside an audio cassette player detonated inside the cargo area when the plane was at an altitude of 31,000 feet. All 259 passengers, including 35 Syracuse University students returning home for the holidays, were killed in the explosion. In addition, 11 residents of Lockerbie were killed in the shower of airplane parts that unexpectedly fell from the sky. Authorities accused Islamic terrorists of having placed the bomb on the plane at the low-security airport in Malta, and it was transferred to Flight 103 in Frankfurt, Germany.

They apparently believed that the attack was in retaliation for either the 1986 bombing attack on Libya , or a 1988 incident, in which the United States killed 290 passengers when it mistakenly shot down an Iran Air commercial flight over the Persian Gulf. Sixteen days before the explosion over Lockerbie, a call was made to the U.S. embassy in Helsinki, Finland, warning that a bomb would be placed on a Pan Am flight out of Frankfurt. Though some claimed that travelers should have been alerted to this threat, U.S. officials later said that the connection between the call and the bomb was purely coincidental. In the early 1990s, investigators identified Libyans Abdel Basset Ali al-Megrahi and Lamen Khalifa Fhimah as suspects, but Libya refused to turn them over to be tried in the United States. But in 1999–in an effort to ease United Nations sanctions against Libya–President Moammar Gadhafi agreed to turn the suspects over to Scotland for trial in the Netherlands using Scottish law and prosecutors.

In early 2001, al-Megrahi was convicted and sentenced to life in prison, although he continues to profess his innocence and work to overturn his conviction. Fhimah was acquitted. In accordance with United Nations and American demands, Libya accepted responsibility for the bombing, though it did not express remorse. The U.N. and U.S. lifted most sanctions against Libya; the country then paid each victim’s family approximately $8 million in compensation. In 2004, Libya’s prime minister said that the deal was the “price for peace,” implying that his country only accepted responsibility to get the sanctions lifted, angering the survivors’ families. He also admitted that Libya had not really accepted guilt for the bombing. Pan Am Airlines, which went bankrupt in 1991, received a $30 million settlement from the Libyan government in 2006. Related Videos Pan Am Flight 103 - The New York Times The New York Times Supported by Pan Am Flight 103 News about Pan Am Flight 103, including commentary and archival articles published in The New York Times. More Updated: Aug.

29, 2011 Just before Christmas in 1988, Pan Am Flight 103 was blown up over Scotland, killing the 259 passengers and crew members on their way from London to New York and 11 people on the ground. The United States and Scotland issued indictments against two Libyan intelligence officers for the bombing, but Libya refused to surrender the suspects, leading the United Nations Security Council to impose sanctions against the country in 1992. After years of negotiations and sanctions, Libya agreed to extradite the two suspects, on condition that they be tried in a third country. So a Scottish court convened in the Netherlands, and the suspects were extradited more than 10 years after the Boeing 747 was bombed. In 2009, despite strenuous American opposition, the Scottish government ordered the release of the bombing planner, Abdel Basset Ali al-Megrahi , on compassionate grounds and permitted him to return home after serving 8 years of his 27-year minimum sentence for murdering 270 people. He qualified for compassionate release after medical evidence showed he would die within months of prostate cancer. The hero’s welcome back in Libya for Mr.

Megrahi, and his failure to die infuriated the United States and other Western governments, and calls for his return mounted as the Libyan revolution unfolded in 2011. With the fall of the Qadaffi regime at hand, CNN reported that Mr. Megrahi was near death at his villa in the capital in August 2011, broadcasting images of a frail man lying comatose in an oxygen mask. Mr. Megrahi’s death would end the possibility of eliciting his full account of the Libyan government’s role in the bombing. But it would also remove a potentially serious point of friction between the rebels’ Transitional National Council and its Western backers. Politicians and lawmakers in the United States had begun calling for his return to finish answering for the bombing. But the justice minister of the transitional council equated an extradition of Mr. Megrahi with a betrayal characteristic of the hated and fugitive dictator, Muammar el-Qaddafi.

Pan Am Flight 103 - Wikidata Pan Am Flight 103 flight from Frankfurt to Detroit, destroyed by a terrorist bomb on 21 December 1988 Lockerbie bombing Cite this page This page was last modified on 2 December 2016, at 20:40. All structured data from the main and property namespace is available under the Creative Commons CC0 License ; text in the other namespaces is available under the Creative Commons Attribution-ShareAlike License ; additional terms may apply. By using this site, you agree to the Terms of Use and Privacy Policy.

Question: What number was the Pan-Am flight that was destroyed over Lockerbie
Answer: Flight 103