![]() During none of these checks did the flight crew notice the incorrect setting of the pressurisation system and did not set it back to "auto". Īfter the aircraft was returned into service, the flight crew overlooked the pressurisation system on three separate occasions: during the pre-flight procedure, the after-start check, and the after take-off check. ![]() carry out this check, the pressurisation system was set to "manual", and was not set back to "auto" on completion of the test. The inspection was carried out by a ground engineer who then performed a pressurization leak check. When the aircraft arrived from London Heathrow earlier that morning, the previous flight crew had reported a frozen door seal and abnormal noises coming from the right aft service door, and requested a full inspection of the door. Located by F-16s over Aegean island of KeaĬabin oxygen deployed, no signs of terrorismįighters see an individual in the cockpit,Īpparently trying to regain control of aircraft General Staff, Admiral Panagiotis Chinofotis No response to radio calls from Athens ATC Flight and crash Ĭabin Altitude Warning sounds at 12,040 feet (3,670 m) 32-year old Louisa Vouteri, a Greek national living in Cyprus who served as a chief purser, replaced a sick colleague. Pampos Charalambous, 51, a Cypriot who flew for Helios, served as the first officer. Hans-Jürgen Merten, a 59-year-old German contract pilot hired by Helios for the holiday flights, served as the captain. The scheduled arrival time in Athens was 10:45. The flight was scheduled to leave Larnaca, Cyprus at 09:00 local time, to Prague via Athens. The aircraft had arrived in Larnaca from London Heathrow at 01:25 that morning. Aside from the downed aircraft, the Helios fleet consisted of two leased Boeing 737-800s and an Airbus A319-111 delivered on. The aircraft involved in this incident was first flown on 29 December 1997 and had been operated by DBA until it was leased by Helios Airways on 16 April 2004 and nicknamed Olympia, with registration 5B-DBY. File:Helios 737 olympia.jpgĪ Helios Airways Boeing 737-300 at London Luton Airport, England. ![]() pngĥB-DBY, the aircraft involved in the accident, is seen here at Ruzyne Airport in March 2005. ![]() At cruising height, both pilots have lost part of their metal capabilities due to the lack of oxygen, further, failing to recognize the system failure and descending to a safe altitude.Background File:Helios Airways Boeing 737-300 5D-DBY PRG. The pressurisation failure warning on this model should operate when the effective altitude of the cabin air reaches 10,000 ft (3,000 m) at which altitude a fit person will have full mental capacity. Ground engineer that was checking the aircraft before the flight took off have set the pressurization control on a 'manual' setting, in which the aircraft would not pressurise automatically on ascending the pre-takeoff check had not and will not be able to disclosed nor corrected this.ĭue to this issue, on ascending, decompression would have been fairly gradual as the aircraft climbed under the control of the flight management system. The reason for this fatal air crash was a simple mechanical setting done by the ground engineer before the flight. Rescue teams located wreckage near the community of Grammatiko 40 km (25 miles) from Athens. Helios Airways Flight 522 (HCY 522 or ZU522) was a Helios Airways Boeing 737-31S flight that crashed on 14 August 2005 at 12:04 EEST into a mountain north of Marathon and Varnavas, Greece. Flight 522 - Ghost Plane - Part 5 Synopsis
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