Metrojet Flight 9268: Crash Site Photos

by Scott Creighton

As the investigation into the downing of Metrojet Flight 9268, it becomes clear that authorities are leaning toward some form of explosion as the cause of the crash. Here are some photos of the crash site. More can be found, here.

Alexander Neradko, head of Russia's federal aviation agency confirmed that the jet disintegrated at high altitude in a remote area of Egypt

debris scattered in a 20 kilometer area indicating the plane broke up at high altitude.

The jet, carrying 224 passengers and crew disappeared from radar screens 23 minutes after it left Sharm el-Sheikh, en-route to St Petersburg. Pictured: Debris from the Airbus can be seen scattered across a large swathe of remote Egyptian farmland after the crash

Russian investigators have released satellite imagery showing the two main debris zones which are almost a mile apart 

Russians released this image showing the major debris zones and how far apart they are.

Air crash examiners are trying to map the debris field to help determine the exact sequence of events and discover what went wrong

Some parts of the debris suffered extensive fire damage, while others show no evidence of any inferno proving an in-flight break up 

Some debris seems to show it suffered extensive fire damage while the plane was still airborne indicating an explosion of some kind.

Parts of the aircraft were scattered over a wide distance with Egyptian authorities expanding the search area to some nine miles

Egyptian authorities have expanded the search area to 9 miles

Two teams of Russian crash investigators have arrived in Egypt and have begun working on the site in a bid to discover what happened

you can see another debris area in the distance

Recorder: In this image released by the Prime Minister's office, Mr Ismail, third right, observes the plane's flight data recorder with officials

Egypt’s corrupt, dictatorship sends some of it’s politicians down to the area to get their grubby hands on the all important “black boxes”

A Russian investigator looks closely at a large section of fuselage to inspect the nature of damage which led to the disaster 

A Russian investigator inspects the wreckage.

6 Responses

  1. What? Will Russia have no control on the opening of the black boxes?

  2. Are you aware Russia OKed the sale of the Mistrals to Egypt? I read they are also installing Russian electronics in them. al- Sisi’s government and Russia seem to be on decent terms. Personally, I’m not going to jump to conclusions on this one.

  3. The previous poster is correct: Russia does sell arms to Egypt and Putin and Sisi have had high level meetings since Sisi came to power after the coup.

  4. Since the remains of the Kogalymavia (Metrojet) Flight 9268 (18-year-old Airbus A321-231) and the bodies have been scattered over an area measuring about 8 km by 4 km, the destruction of the structure of the Kogalymavia Flight 9268 should have happened in the air and at a great altitude. The wreckage showed no signs of a fire or an engine-related explosion. The Kogalymavia Flight 9268 cracked open into two main segmentsm suggests a catastrophic failure, not a mechanical failure, perhaps an explosion on board rather than a missile fired from the ground. A technical malfunction, even one as serious as an engine fire, could not have led to such a rapid disintegration.

    Images of the tail section show a clear break near the site of the rear pressure bulkhead, possibly indicating failure of the bulkhead. The remains of the tail of the Kogalymavia Flight 9268 were found 5 km from the rest of the wreckage. On Nov 16,2001, while operating for Middle East Airlines, the same aircraft suffered a tailstrike landing in Cairo, Egypt. It was repaired and went back into service with the airline in 2002.

    Planes climb to a cruising altitude 9 km to 11.75 km because there, the air is far thinner, and against that lessened resistance they can fly faster and use less fuel. When they reach that altitude, however, they must maximize the air pressure in the cockpit and cabin and that puts stress on any structural component that has weakened over time. Typically, if there was that type of defect, you would expect it to manifest just as it reached the peak altitude.

    Tailstrike at landing often occurs on the second touchdown, following a bounce. It is often associated with a hard landing. Tailstrikes at landing generally cause more damage than tailstrikes at takeoff because the tail may strike the runway before the main gear, and cause damage to the aft pressure bulkhead. Unstabilized approach, holding airplane off the runway in the flare, mishandling of crosswinds and overrotation during go-around increase the chances of a tail strike during landing.

    Like Kogalymavia (Metrojet) Flight 9268, on May 25, 2002, China Airlines Flight 611 (Boeing 747-209B) disintegrated in mid-air and crashed into the Taiwan Strait 20 mins after takeoff from a Taiwan airport, killing all 225 people on board. The in-flight break-up was caused by improper repairs to the aircraft 22 years earlier for a tailstrike incident while landing in Hong Kong.

    The botched repair of a tailstrike caused Japan Airlines Flight 123 to crash in 1985, 7 years after the plane suffered a tailstrike on landing at Osaka Airport sas JAL Flight 115 – the worst single-aircraft accident in history, in which 520 of 524 on board were killed. Very similar to Kogalymavia (Metrojet) Flight 9268, Japan Airlines Flight 123 also suffered catastrophic explosive decompression 12 minutes into the flight and, 32 mins later, crashed into two ridges of Mount Takamagahara in Ueno, Gunma Prefecture, 100 km from Tokyo. The crash of Japan Airlines Flight 123 was attributed to an incorrect repair of the a Boeing 747SR’s tail section following the tailstrike, which left the rear pressure bulkhead of the plane vulnerable to metal fatigue and ultimately resulted in an explosive decompression.

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