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Helios AW

Thu Oct 13, 2005 3:39 am

DATE: 14.08.2005 Local Time: 12:20
Location: Kalamos area / near Grammatikos / Marathon 4-Letter Code: - Country: Greece Region: Europe
Operator: Helios Airways
Type: Boeing 737-300 Registration: 5B-DBY Constr.No.: 29099 Age: 7 y + 8 m
Operation: ISP Flight No.: ZU 522 From: Larnaca To: Prague Via: Athen
Occupants: 115 pax 6 crew Fatalities: 115 pax 6 crew 0 other Damage To Aircraft: destroyed

DATE: 07.10.2005 LOCAL TIME: morning LOCATION: Larnaca-Intl AP (LCLK) COUNTRY: Cyprus
AIRLINE: Helios AW TYPE: Boeing 737-800 REGISTRATION: - C/N: - AGE: -
OPERATION: INP FLIGHT No.: - FROM: Larnaca TO: Dublin VIA: -
OCCUPANTS: PAX: 139 Crew: 7
The 737 returned to land following a problem in the air-conditioning system.

DATE: 09.10.2005 LOCAL TIME: morning LOCATION: Larnaca-Intl AP (LCLK) COUNTRY: Cyprus
AIRLINE: Helios AW TYPE: Boeing 737-800 REGISTRATION: - C/N: - AGE: -
OPERATION: INP FLIGHT No.: - FROM: Larnaca TO: Glasgow VIA: London
OCCUPANTS: PAX: 184 Crew: 7
The 737 safely returned to Larnaca after the crew reported an engine failure on climb-out.
NOTE: 2 days earlier, the same aircraft suffered again had to return following an inflight aircondition problem

Anyone got an idea what is going on with this airline to have so many repeated serious problems ?
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Joined: Sat May 14, 2005 11:06 pm

RE: Helios AW

Thu Oct 13, 2005 3:44 am

I have here an explanation about the crash near Athens that clears many aspects. Feel free to comment.

Legacy135 Wink

Crew confusion found in Athens plane crash

PARIS -. The crew members of a Cypriot airliner that crashed Aug. 14 near Athens became confused by a series of alarms as the plane climbed, failing to recognize that the cabin was not pressurizing until they grew mentally disoriented because of lack of oxygen and passed out, according to several people connected with the investigation.

Complicating the cockpit confusion, neither the German pilot nor the young, inexperienced Cypriot co-pilot could speak the same language fluently, and each had difficulty understanding how the other spoke English, the worldwide language of air traffic control.

A total of 121 people were killed in the crash after the plane climbed and flew on autopilot, circling near Athens as it was programmed to do until one engine stopped running because of a lack of fuel. The sudden imbalance of power, with only one engine operating, caused the autopilot to disengage and the plane to begin its final descent.

The Greek authorities have made cryptic statements hinting at oxygen problems but have so far not announced the full findings of investigators.

The people interviewed for this article agreed to do so on condition that they not be identified because none are official spokesmen for the investigation and because of political sensitivities arising from a Cypriot plane crashing in Greece.

Investigators pieced together the story of the crash from numerous sources. In the wreckage, they found the first solid clues - Both, the pressurization valve and an air outflow valve set incorrectly. Air traffic control tapes provided information on the confusion in the cockpit.

The plane had a sophisticated new flight data recorder that provided a wealth of information. There were maintenance records from the night before, and investigators interviewed the mechanics who worked on the plane.

Among other things, the investigators determined that the pilot was not in his seat because he was up trying to solve a problem that turned out to be not the greatest threat facing him.

The plane that crashed, a Boeing 737, underwent maintenance the night before. The maintenance crew apparently left a pressurization controller rotary knob out of place (in the off position), according to the officials connected to the investigation, and the crew did not catch the mistake during preflight checks the next day. This meant that the plane could not pressurize (outflow valve physically locked in the open position).

At 10,000 feet, or 3,000 meters, as designed, an alarm went off to warn the crew that the plane would not pressurize. However, the crew members mistakenly thought that the alarm horn was a warning to tell them that their controls were not set properly for takeoff, the officials said.

The same horn is used for both conditions, although it will sound for takeoff configuration only while the plane is still on the ground.

The crew continued the climb on autopilot. At 14,000 feet, oxygen masks deployed as designed and a Master Caution light illuminated in the cockpit. Another alarm sounded at about the same time on an unrelated matter, warning that there was insufficient cooling air in the compartment housing avionics equipment.

The radio tapes showed that this created tremendous confusion in the cockpit. Normally an aircraft cabin is held at 8,000 feet pressure, so the crew at over 14,000 feet would already be experiencing some disorientation because of a lack of oxygen.

During this time, the German captain and the Cypriot co-pilot discovered they had no common language and that their English, while good enough for normal air traffic control purposes, was not good enough for complicated technical conversation in fixing the problem.

The crew members called the maintenance base in Cyprus and were told that the circuit breaker to turn off the loud new alarm was in a cabinet behind the captain. The captain got up from his seat to look for the circuit breaker, apparently ignoring the confused co-pilot.

As the plane continued to climb on autopilot, the air grew so thin that the crew became seriously impaired. The captain passed out first on the floor of the cockpit, followed by the co-pilot, who remained in his seat, according to the officials.

The autopilot did as it was programmed to do, flying the plane at 34,000 feet to Athens and entering a holding pattern. It remained in a long circling pattern, shadowed by Greek military jets, until fuel ran low and one engine quit.

Boeing, the maker of the plane, is-sued a notice shortly after the crash to airlines that it would revise flight crew training manuals to stress to crews that they must understand how the various warning systems work and what to do about them.

The notice stresses that the takeoff configuration warning horn will not sound under any circumstances after the plane has left the ground.

The same horn will then be used only for a cabin altitude warning. The company notice said there had been other instances of confusion over the horn by pilots.

"Confusion between the cabin altitude warning horn and the takeoff configuration warning horn can be re-solved if the crew remembers that the takeoff configuration warning horn is only armed when the airplane is on the ground," the notice said. "If this horn is activated in flight, it indicates that the cabin altitude has reached 10,000 feet."

IHT Copyright C 2005 The International Herald Tribune |
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Joined: Sun Aug 22, 1999 8:34 am

RE: Helios AW

Thu Oct 13, 2005 7:57 am

And strangely enough, Norwegian carrier "Braathens" reported that the alarm for the two different errors sounded the same...and Therefore could be misunderstood bye the cockpit crew. Braathens reported this to Boeing in 2002 when the pilots on a BU flight between KRS and OSL discovered that the alarms could be misunderstood.
The Braathens flight was forced to make an emergency decline due to loss of cabin pressure February 2001.

The pilots misunderstood the alarm and turned it off without checking first what it indicated, however - they did do the correct action in bringing the plane to lower altitude.

Boeing avoid to answer the questions asked by Norwegian journalists what actions they took after receiving the report from the Braathens-flight.

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