![helios flight 522 helios flight 522](https://i.ytimg.com/vi/s196DRkrnko/hqdefault.jpg)
In the next few minutes, several warning lights on the overhead panel in the cockpit illuminated.
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The alert sound is identical for both warnings. The warning should have prompted the crew to stop climbing, but it was misidentified by the crew as a take-off configuration warning, which signals that the aircraft is not ready for take-off, and can only sound on the ground. As it passed through an altitude of, the cabin altitude warning horn sounded. The aircraft took off at 9:07 with the pressurization system still set to "manual," and the aft outflow valve partially open.Īs the aircraft climbed, the pressure inside the cabin gradually decreased. During these checks, no one on the flight deck noticed the incorrect setting. In order to carry out this check without requiring the aircraft's engines, the pressurization system was set to "manual." However, the engineer failed to reset it to "auto" on completion of the test.Īfter the aircraft was returned into service, the flight crew overlooked the pressurization system state on three occasions: during the pre-flight procedure, the after-start check, and the after take-off check.
![helios flight 522 helios flight 522](https://1.bp.blogspot.com/-pEoR4auelhw/XzY5w1heUjI/AAAAAAACwaA/ONHZAZfx1yYUPyRIFtWsksC81-_zzEh6QCLcBGAsYHQ/w1200-h630-p-k-no-nu/117645015_4383067035066801_3572343703076909125_o.jpg)
The inspection was carried out by a ground engineer, who then performed a pressurization leak check.
HELIOS FLIGHT 522 FULL
They requested a full inspection of the door. When the aircraft arrived from London earlier that morning, the previous flight crew had reported a frozen door seal, and abnormal noises coming from the right aft service 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 aircraftĬVR records a total of five mayday messages No response to radio calls from Athens ATC Aircraft begins circling Athens on autopilot Flight and crashĪll times Eastern European Summer Time (EEST) (UTC + 3) in 24 h format The first officer was Pampos Charalambous, a 51-year-old Cypriot pilot who had flown exclusively for Helios for the past five years, accruing 7,549 flight hours throughout his career, 3,991 of them on the Boeing 737. hired by Helios for holiday flights, who had been flying for 35 years (previously for Interflug before 1990), and had accrued a total of 16,900 flight hours, including 5,500 hours on the Boeing 737. It was scheduled to leave Larnaca at 09:00 and fly to Prague Ruzyně International Airport, with a stop off at Athens International Airport, where it was due to arrive at 10:45. The plane had arrived at Larnaca International Airport at 01:25 local time on the day of the accident. Besides the downed aircraft, the Helios fleet also included two leased Boeing 737-800s and an Airbus A319-100, which were delivered on. It was leased by Helios Airways on 16 April 2004, when it was re-registered 5B-DBY with nickname Olympia. The aircraft involved in this accident, initially registered D-ADBQ, was first flown on 29 December 1997, and operated by DBA from 1998. It was the deadliest aviation accident in Greek history. A loss of cabin pressurization incapacitated the crew, leaving the aircraft flying on autopilot until it ran out of fuel, and crashed near Grammatiko, Greece. Helios Airways Flight 522 was a scheduled passenger flight from Larnaca, Cyprus to Prague, Czech Republic, with a stopover to Athens, Greece, that crashed on 14 August 2005, killing all 121 passengers and crew on board.