Second to last paragraph is particularly holy shit.

Flight and crash[edit]

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.[2][6] The inspection was carried out by a ground engineer who then performed a pressurization leak check. In order to carry out this check without requiring the aircraft's engines, the pressurisation system was set to "manual". However, the engineer failed to reset it to "auto" on completion of the test.[7]

After the aircraft was returned into service, the flight crew overlooked the pressurisation system state on three separate occasions: during the pre-flight procedure, the after-start check, and the after take-off check. During these checks, no one in the flight crew noticed the incorrect setting.[8] The aircraft took off at 9:07[3] with the pressurisation system still set to "manual", and the aft outflow valve partially open.[9]

As the aircraft climbed, the pressure inside the cabin gradually decreased. As it passed through an altitude of 12,040 feet (3,670 m), the cabin altitude warning horn sounded.[3] The warning should have prompted the crew to stop climbing,[10] 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.[10]

In the next few minutes, several warning lights on the overhead panel in the cockpit illuminated. One or both of the equipment cooling warning lights came on to indicate low airflow through the cooling fans (a result of the decreased air density), accompanied by the master caution light. The passenger oxygen light illuminated when, at an altitude of approximately 18,000 feet (5,500 m), the oxygen masks in the passenger cabin automatically deployed.[11][12]

Shortly after the cabin altitude warning sounded, the captain radioed the Helios operations centre and reported "the take-off configuration warning on" and "cooling equipment normal and alternate off line".[3] He then spoke to the ground engineer and repeatedly stated that the "cooling ventilation fan lights were off".[3] The engineer (the one who had conducted the pressurization leak check) asked "Can you confirm that the pressurization panel is set to AUTO?" The captain, possibly experiencing the onset of the initial effects of hypoxia,[13] disregarded the question and instead asked in reply, "Where are my equipment cooling circuit breakers?".[12] This was the last communication with the aircraft.[14]

The aircraft continued to climb until it leveled off at FL340, approximately 34,000 feet (10,000 m).[12] Between 09:30 and 09:40, Nicosia ATC repeatedly attempted to contact the aircraft, without success.[12] At 09:37, the aircraft passed from Cyprus Flight Information Region (FIR) into Athens FIR, without making contact with Athens ATC.[12] Nineteen attempts to contact the aircraft between 10:12 and 10:50 also met with no response,[15] and at 10:40 the aircraft entered the holding pattern for Athens Airport, at the KEA VHF omnidirectional range, still at FL340.[16] It remained in the holding pattern, under control of the auto-pilot, for the next seventy minutes.[16]

Two F-16 fighter aircraft from the Hellenic Air Force 111th Combat Wing were scrambled from Nea Anchialos Air Base to establish visual contact.[17] They intercepted the passenger jet at 11:24 and observed that the first officer was slumped motionless at the controls and the captain's seat was empty.[18] They also reported that oxygen masks were dangling in the passenger cabin.[16]

At 11:49, flight attendant Andreas Prodromou entered the cockpit and sat down in the captain's seat.[19] Prodromou held a UK Commercial Pilot License,[20] but was not qualified to fly the Boeing 737. Crash investigators concluded that Prodromou's experience was insufficient for him to gain control of the aircraft under the circumstances.[19]

In any case, he did not have time to save the stricken aircraft. Almost as soon as he entered the cockpit, the left engine flamed out due to fuel exhaustion,[19] the plane left the holding pattern and started to descend.[21] Ten minutes after the loss of power from the left engine, the right engine also flamed out,[21] and just before 12:04 the aircraft crashed into hills near Grammatiko.[21] There were no survivors.

(http://www.autoadmit.com/thread.php?thread_id=2526497&forum_id=2#25253656)

TWIST: German pilot overlooks switch 3 times

nontwist: Same Greek engineer tries to explain situation but is ignored by German pilot

(http://www.autoadmit.com/thread.php?thread_id=2526497&forum_id=2#25253968)

Or did they die because of lack of oxygen long before?

(http://www.autoadmit.com/thread.php?thread_id=2526497&forum_id=2#25254163)

Fuck flying.

(http://www.autoadmit.com/thread.php?thread_id=2526497&forum_id=2#25254179)

Best Rudolph poast all time? Randomly bragging about chicks pushes it over the top, but the utter lack of irony in Rudolph explaining his high confidence level is really really great.

(http://www.autoadmit.com/thread.php?thread_id=2526497&forum_id=2#25254463)

21 44 08 51 04’’ (Unintelligible word)

21 59

to

22 09

08 51 19’’

to

08 51 29’’

(Sound of breathing in oxygen mask.)

22 28 08 51 48’’ (Unknown noise similar to whistle.)

22 29 08 51 49’’ Bank angle, bank angle (computerised voice)

22 30 08 51 50’’ Stick shaker

22 36 08 51 56’’ Altitude alert warning

23 21 08 52 41’’ (click sound)

24 44 08 54 04’’ 242 good day Bulgarian Charter 7867

24 58 08 54 18’’ MAYDAY, MAYDAY, MAYDAY, HELIOS AIRWAYS FLIGHT 522 ATHENS (unintelligible word)

25 13 08 54 33’’ Overspeed warning until 26 29

25 45 08 55 05’’ MAYDAY (very weak)

25 49 08 55 09’’ MAYDAY (very weak)

26 07 08 55 27’’ traffic, traffic (computerised voice)

26 29 08 55 49’’ Overspeed warning

26 48 08 56 08’’ Overspeed warning

27 50 08 57 10’’ Overspeed warning

28 04 08 57 24’’ Altitude alert warning

28 08 08 57 28’’ Altitude alert warning

28 24 08 57 44’’ Áltitude alert warning

29 00 08 58 20’’ (Sound like oxygen rush or breathing)

29 07 08 58 27’’ Altitude alert warning

29 33 08 58 53’’ Altitude alert warning

29 43 08 59 03’’ 10000 ft Cabin altitude warning horn stops

29 46 08 59 06’’ 7 chimes similar to flight attendant call (to enter cockpit?)

29 55 08 59 15’’ (Unknown sound)

29 58 08 59 18’’ (oxygen flow sound)

30 02 08 59 22’’ (Click sound)

30 06 08 59 26’’ (Sound similar to oxygen mask being inflated or deflated.)

30 19 08 59 39’’ (Sound similar to oxygen mask being inflated or deflated.)

30 23 08 59 43’’ (Sound similar to oxygen mask being inflated or deflated.)

30 27 08 59 47’’ END of tape

End of tape happens when you crash into the ground. Hard.

(http://www.autoadmit.com/thread.php?thread_id=2526497&forum_id=2#25254187)

The plane was nearly out of fuel as it approached the island group, but the hijackers continued to ignore the captain's warnings. Out of options, Leul began to circle the area, hoping to land the plane at the Comoros' main airport. When the plane ran out of fuel, both engines failed. The crew used a ram air turbine to preserve the aircraft's most essential functions, but in this mode some hydraulic systems –such as the flaps– were inoperative. This forced Leul to land at more than 175 knots (324 km/h; 201 mph).[10]

Leul tried to make an emergency landing at Prince Said Ibrahim International Airport on Grande Comore, but a fight with the hijackers at the last minute caused him to lose his visual point of reference, leaving him unable to locate the airport. While still fighting with the hijackers, he tried to ditch the aircraft in shallow waters 500 yards (457 m) off Le Galawa Beach Hotel, near Mitsamiouli at the northern end of Grande Comore island. Leul attempted to land parallel with the waves instead of against the waves in an effort to smooth the landing. Seconds prior to contacting the water the aircraft was banked left some ten degrees;[5] the left engine and wingtip struck the water first. The engine acted as a scoop and struck a coral reef, slowing that side of the aircraft quickly, causing the Boeing 767 to violently spin left and break apart. Except for the rear part of the airframe, the broken portions of the fuselage sank rapidly.[5] Island residents and tourists, including a group of scuba divers and some French doctors on vacation, came to the aid of crash survivors.[7][10]

(http://www.autoadmit.com/thread.php?thread_id=2526497&forum_id=2#25254229)

ONE WRONG MOVE

(http://www.autoadmit.com/thread.php?thread_id=2526497&forum_id=2#25572200)

(http://www.autoadmit.com/thread.php?thread_id=2526497&forum_id=2#25254548)

*dies in the most freakish, creepy way imaginable*

(http://www.autoadmit.com/thread.php?thread_id=2526497&forum_id=2#25255858)

http://www.youtube.com/watch?v=6coTNaZuz_c

(http://www.autoadmit.com/thread.php?thread_id=2526497&forum_id=2#25728828)