HELIOS 522 FULL

The captain consequently requested a full inspection of the door. The cabin crew reported freezing around the rear service door seal at cruise altitude, and loud bangs during the flight.

Helios Airways did not carry legal expenses insurance, which would have indemnified him in respect of the defence costs he now faces.ДЄt 4.25 am on 14 August, the aircraft arrived at Larnaca from London Heathrow. Irwin was not insured for the prohibitive cost of defending himself, and his continued defence is now in jeopardy because of the lack of financial support available to him. Irwin is facing criminal charges for 121 deaths, not one. Although there is only one charge of manslaughter, Mr. There is also the emotional impact of knowing that 121 people died on the flight. He is now facing criminal charges in Greece for manslaughter with potential intent, which carries a maximum penalty of life imprisonment. It was the second season that he had worked for Helios Airways in Cyprus. Irwin was working on a short-term contract with Helios Airways for the summer of 2005. The last audit of the company, in July 2005, was conducted by UK Civil Aviation Authority inspectors who were contracted to the Cypriot authority. The Cypriot company, Helios Airways, was found to be in compliance with the European joint aviation requirements known as JAR-OPS 1. The aircraft also conformed to international standards and had no recorded defects. The report found that both pilots were licensed and qualified in accordance with international standards, and that they were adequately rested and medically fit to conduct the flight. The pilot and aircrew misinterpreted the sound of the horn as indicating a different fault. In laymanвЂ™s language, the same sound and tone of horn is emitted for two completely different faults. The United States Federal Aviation Administration recently said that the system creates an unsafe condition in this widely used aircraft. The report makes it clear that the accident was caused by the crew not identifying the aircraftвЂ™s failure to pressurise, due in part to the use by the Boeing Company of a misleading warning horn.

HELIOS 522 MANUAL

Irwin left the pressurisation mode selector in manual after a pre-flight maintenance task. It is highly contested on several issues, one of which is the unsupported assumption that Mr. The Greek Air Accident Investigation and Aviation Safety Board investigated the accident, and the final report was published on 10 October 2006. The accident received worldwide media attention -indeed, I remember it well-but particularly in Cyprus, Greece and the United Kingdom. All 121 people on board lost their lives. It ran out of fuel and crashed at Grammatiko, north-west of Athens, at 12.3 pm. The flight was on autopilot for about three hours. With no further input from the pilots, the aircraft continued on its pre-programmed flight to Athens. Their performance deteriorated rapidly, and they soon lapsed into unrecoverable unconsciousness. The aircraft only partially pressurised and both pilots succumbed to hypoxia, which is caused by oxygen deprivation. I gave the Minister notice of it, and I hope that we can get some good, conclusive answers.ДЄt 9.7 am on 14 August 2005, Helios Airways Flight 522 left Larnaca for Athens on the first leg of a flight to Prague. It would be difficult for any of us to understand or imagine the impact that it has had on his family, and on him and his health, or the consequences of having to live with and deal with such an event hanging over someone. I meant that there is a great deal to say within the time allocated for the debate.ДЄlan Irwin is a licensed aircraft engineer who is facing criminal prosecution in Greece for manslaughter as a consequence of a fatal air accident in summer 2005.

Helios 522