could be any one of us waiting to spend the next 10 years in a Greek jail, a PILOT, a MANAGER, an ENGINEER, a CEO or any support group.
In Greece no formal criminal investigation was carried out, the main evidence is the Greek Annex 13 accident report; the main witnesses were the accident investigators.
Irwin’s formal response to the draft Final Report that showed the findings were incorrect was not considered by the Greeks because, as they state “the UK AAIB submitted them incorrectly”. This critical evidence was ignored and the UK AAIB did nothing about it.
The information I have is there are lots of facts that have not been made public yet, but they prove the switch was left in AUTO as Irwin has stated to the Cyprus police from day one and it remained there till impact.
There have been switches that where left unexplained e.g. both engine bleed switches off, both audio switches in MASK. Why were the flight crew oxy masks never found whereas the supernummary masks were found and tested?
The accident report states the cabin on the re-enactment flight pressurised to 1 psi before flight and the cabin and aircraft climbed as expected at the same rate maintaining 1 PSI pressure diff with the switch in MAN and the outflow valve at 15 degrees. Yet the accident report also states the cabin rate of climb on the accident flight recorded on the pressure controller NVM was significantly less than that of the aircraft. It clearly demonstrates the cabin and the aircraft climbed at a different rate to the re-enactment flight. The switch could not be in manual and the OFV at 15 %.
If as the report states the switch was in MAN and the aircraft pressurised to I PSI on the accident flight, how did Irwin depressurise the aircraft after the maintenance. If this was the last place the switch was left the cabin would not have gone below 1 PSI after maintenance and the engineers could not open the door to leave the aircraft.
If the crew departed with the switch in MAN the aircraft would have started to rapidly pressurise to the 1 PSI when the last door or window was closed, then at engine start the air conditioning is switched off and the cabin pressure would plummet to 0 PSI, post engine start the air cond is selected back on and the pressure rapidly rises again. The pressure changes are in the region of 2000 fpm to 4000 fpm. Is there one of us that think we could miss it. Get an aircraft and try it, just be warned it’s alarming. It all points to a failure of the pressurisation system shortly after take-off. Yet with all this and more the accident investigation world will not listen, they look at their own demise as what mad man would assist in an investigation, a system we all believed in is leading its own destruction. Let’s all mail the government to start to listen, I am sending mine to David Cameron P.M. on www.number10.gov
Why not copy this to him and the UK AAIB on email@example.com
and ask what they are doing. Remember all four of these Guys are sentenced to 123 years in a Greek prison on no real evidence. Don’t sit back; get everyone on your mailing list to send an e mail today.