Investigation Helios Airways Flight 522

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5b-dby @ london luton airport in 2004


the flight data recorder , cockpit voice recorder sent paris analysis. cvr recording enabled investigators identify prodromou flight attendant entered cockpit in order try save plane. called mayday 5 times but, because radio still tuned larnaca, not athens, not heard atc. voice recognized colleagues listened cvr recording.


many of bodies recovered burned beyond recognition post-impact fire. autopsies on crash victims showed alive @ time of impact, not determined whether conscious well.


the emergency oxygen supply in passenger cabin of model of boeing 737 provided chemical generators provide enough oxygen, through breathing masks, sustain consciousness 12 minutes, sufficient emergency descent 10,000 feet (3,000 m), atmospheric pressure sufficient sustain life without supplemental oxygen. cabin crew have access portable oxygen sets considerably longer duration.


the hellenic air accident investigation , aviation safety board (aaiasb) listed direct causal chain of events led accident as:



non-recognition pilots pressurisation system set manual ,
non-identification crew of true nature of problem,
incapacitation of crew due hypoxia,
eventual fuel starvation,
impact ground.

previous pressurization problems

on 16 december 2004, during earlier flight warsaw, same aircraft experienced rapid loss of cabin pressure , crew made emergency descent. cabin crew reported captain there had been bang aft service door, , there hand-sized hole in door s seal. air accident , incident investigation board (aaiib) of cyprus not conclusively determine causes of incident, indicated 2 possibilities: electrical malfunction causing opening of outflow valve, or inadvertent opening of aft service door.


the mother of first officer killed in crash of flight 522 claimed son had repeatedly complained helios aircraft getting cold. passengers reported problems air conditioning on helios flights. during 10 weeks before crash, aircraft s environmental control system repaired or inspected 7 times.


a 2003 flight of boeing 737 between marseilles , london gatwick showed cabin-wide pressurization fault can go unrecognized flight crew. problem first noticed when crew began feel discomfort in ears. shortly followed cabin altitude warning horn indicated cabin altitude had exceeded 10,000 feet , seen continue climb on cockpit gauge. @ same time, primary auto mode of pressure control failed, shortly followed secondary stby mode. crew selected first manual pressure control mode, unable control cabin altitude. emergency descent , subsequent diversion lyon carried out. failure of pressurization control system traced burnt electrical wiring in area aft of aft cargo hold. wiring loom had been damaged abrasion either p-clip or zip strap that, on time, exposed conductors, leading short circuits , subsequent burning of wires. there no other damage. wiring modes of operation of rear outflow valve, in addition other services, run through loom.








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