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And certainty not trusted to a browser or javascript. Anyways, entering password into web browser / via javascript was never the best nor most ideal way of doing things from a security perspective anyway.Īll PGP stuff like signing, encryption, decryption should be done on an airgapped computer, and not directly on an internet connected machine. And after these state actor / state sponsored attacks who knows if protonmail servers have been compromised or not. Protonmail PGP is only 2048 bits, these days at least 8192 bits is required to be safe. Exceptions include privacy specific laws that can impact Proton’s products or posts on the official blog. Threats, harassment, racist or sexist speech and slurs of any kind will not be tolerated.Ĥ. Also, make sure to check all posts tagged with the appropriate Help flair to see whether your question has already been answered.ģ. If you’re having technical issues, please contact our support team before publishing a thread. 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The crash showed a failure of the checking systems. Nor did they switch it back during the flight, since they probably attributed the warning indication to a breakdown in the warning system or some other cause. ![]() ![]() Then the flight crew on board neglected to check it, either by scanning or by reading out and naming the items on the pre-flight checklist. During the groundchecks carried out just a few hours before the flight took off, Helios’s ground engineers had switched the air pressure valve to manual in order to create artificial compression conditions, but then forgot to switch it back to auto. Prodromou stayed conscious by using portable oxygen bottles, perhaps because he had been able to put an oxygen mask on when the plane fell to 14,000 feet. Even if the heroic cabin steward Andreas Prodromou, who sent out a Mayday message, had been able to land the plane as he apparently was trying to do, the rest of those on board still breathing would have been in a vegetative state. All the passengers would have suffered irreversible brain damage due to lack of oxygen, according to the coroners’ report. From then on the plane was on automatic pilot. Passengers and crew would at first have fallen into an altered state and then lost consciousness, while the pilot collapsed in the cockpit. Meanwhile, the airplane had become a gas chamber. He may have attempted to reset the system or activate a backup system. The German pilot got up to deal with the second malfunction. The air pressure level in the cabin was shown to be the same as it had been at 8,500 feet, when the second malfunction (overheating) in the communication cooling system (found under the pilot’s seat) occurred. As the aircraft rose to its cruising altitude of 34,000 feet and the problem remained unsolved, the gradual decompression began to affect passengers and crew the latter, however, did not realize what was wrong. The pressure switch had not been checked and so remained in the manual position the warning alarm caused confusion since the same alarm also sounds for a quite different malfunction – the position of the flaps and the wheels while on the ground. The aircraft cabin was already losing pressure and, as it turned out, the flight crew had not carried out the appropriate checks before takeoff in accordance with the pre-takeoff checklist. Technicians on the ground in Larnaca had left the cabin air pressure switch in the manual position, instead of switching it over to auto, as they were supposed to do. The warnings (both an alarm and a light) came when the aircraft rose above 10,000 feet. Clarifications were sought from technicians on the ground. During takeoff, just a few minutes after 9 a.m., instruments almost simultaneously gave two warnings regarding air pressure and cooling systems. Mistakes on the ground The Helios aircraft crashed because of errors made on the ground which were then not dealt with in the air. As for Helios Airways, the findings point to criminal negligence on the ground and in the air, both on the part of company officials and ground staff involved in the particular flight. The report will attribute blame to both state and airline authorities for the unprecedented lack of any evaluation of the flight security system by the Cypriot Civil Aviation Authority. Sources have revealed to Kathimerini that the report will attribute a long series of mistakes on the part of all those in Cyprus involved in flight security. Apparently neither of the two malfunctions that appeared simultaneously during the flight could have caused the aircraft to crash if there had not also been dozens of other omissions related to flight security. 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