The Last Minute of Kogalymavia Flight 9268

Via Air Safety Network, here’s the reported vertical speed of the last minute of flight.  Hard to tell what caused such an immediate excursion from level flight. Airbuses have suffered from pitot/static probe issues before, but that usually leads to a less instantaneous excursion. We’ll see eventually. Yes, Russia will have a piece of the investigation, but so will Egypt, France, Germany, Ireland (the plane was leased from an Irish company) and probably some of our own folks.


6 thoughts on “The Last Minute of Kogalymavia Flight 9268”

  1. Since the remains of the plane and the bodies have been scattered over an area measuring about 8 km by 4 km, the destruction of the structure of the airplane should have happened in the air and at a great altitude. The wreckage shows no signs of a fire or an engine-related explosion. The plane 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.

    Planes climb to a cruising altitude 30,000 ft to 37,000 ft 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. The remains of the tail of the Airbus were found three miles from the rest of the wreckage. Images of the tail section show a clear break near the site of the rear pressure bulkhead. On 16 November 2001, while operating for Middle East Airlines as F-OHMP, the aircraft suffered a tailstrike landing in Cairo. It was repaired and went back into service with the airline in 2002.

    In 1988, a hole opened in the fuselage of an Aloha Airlines flight in Hawaii, sucking out a flight attendant. Metal fatigue caused by inadequate maintenance after an earlier tailstrike incident.was blamed in 2002 when China Airlines Flight 611 disintegrated after takeoff from a Taiwan airport, killing all 225 people on board. On May 25, 2002, the Boeing 747-209B operating the route disintegrated in mid-air and crashed into the Taiwan Strait 20 minutes after takeoff, killing all 225 people on board. The in-flight break-up was caused by improper repairs to the aircraft 22 years earlier

    The botched repair of a tail strike caused Japan Airlines Flight 123 to crash in 1985, seven years after the plane suffered a tailstrike on landing – the worst single-aircraft accident in history, in which 520 of 524 on board were killed. . Like Flight 9268, Flight 123 also suffered catastrophic damage in mid-air while climbing to its cruising altitude. The crash of Flight 123 was attributed to an incorrect repair of the aircraft’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. Reports on the wreckage of Flight 9268 have suggested that a “clear break” occurred near the plane’s rear pressure bulkhead, possibly indicating failure of the bulkhead.

Comments are closed.