yw forcedto face the full consequences oftheir problem by the voice of the Flight Engineer. “Engine failure number 2..." “Three's gone “They've all gon Bric stared a tho instrumentation infront of him and refused to accept the fullimpactof whathadbeen said, "Four engines donot {ail was the refrain which dominated his thinking. He had practised a four engine failure dotail on the simulator some months earlier and then, the assumption had been made that all ‘generators would fil leaving the aircraft on standby electrical ower, fed from the aircraft batteries. This would have caused a failure of the co-pilot's instrumentation and much of the coe lighting. Yet the instrumentation all appeared to work and tl ‘autopilot remained in control. The display on tho engine instruments was also very confusing as tho instruments wore a mixture of Smiths and General Electric, some which froze under ‘power loss and some in which the needies dropped off the scale, ‘There wore also some amber lights indicating that engines had ‘excooded thoir maximum turbine gas temperatures. While he studied this confusingdisplay, Brichoard Barry suggest that they shut the engines down. At the same time he noticed that the ‘airspeed was decreasing. He put the autopilot into e gentle escent and turned tohis co-pilot “OK Roger, put outa Mayday” 13.442 “Jalarte, Jakarle, Mayday, May- da dae We've fot all our Bric then controlled the aircraft using the autopilot, while the athe wo carviad out appropriate emergency dil, Bota shared the task of 3 engine start levers on different ‘sccaslons; Because the auto! Femtned in Gotvol, Ere hod ‘time to consider tho likely cause of such @ multiple failure: electrical? (check al ciroult breakers ful? (turn on all pumps ‘aud crvss feed cucks): icing? (Lurn on engine anti-icing). All the ‘crewmembers, afterwards, felt that checklists, or such extreme ‘emergencies, should contain every item for consideration andnot SEO, Rogor Groaves, Coptein “ric Moody and S.£.0. Barry u Mount Galungaune erupting {Photo by courtesy of Le]. . Allen ANZ) leave anything to intuition. Although crew members will always exercao thei initiative tis better that hey have trust that the ‘check list covers everything. The dominant feeling ofthe crew at this pint was the question ‘what have we cockad up? ist relights were attempted on engines 1, 2 and 3, but Eric docidd, wilt the agroomont ofthe crow ettonptselghteon the number 4 engine along with the others.(The number 4engine ‘fire handle had been pulled when the fire drill had been carried oul). ‘At 26,000 ft. the cabin pressure warning horn sounded as the ‘cabin climbed through 10,000 ft. The crew started to don their ‘oxygen masks. When Roger: ask fromthestowageit fell to pioces in his hand. The bayonet fitting came out of the ‘supply pipe and the tubing disengaged iself from the mask, Eric ‘was presented with an unenviable choice. Should he continue to descend as slowly as possible and have his co-pilot suffe effects of anoxia, or should he inerease the rate of descent til ‘ircraft was at a more survival ‘and began an emergency desce However he decided not to extend the gear, as instructed in the flying manual, because it opened up the possibility of having to dhich the lrcraft with goar extended, shouldit prove impossible toretract them. With hindsight itis now obvious that during gear extension, the hydraulic power from windmilling engines might not be powerful enough tomove the gearand the lying controls at the same time, ‘They had previously turnod the aircraft on a Northerly heading back towards Jakaria and thoy docidd that with asafety height of 10,500 tin that area, they would turn back fut to sea when the aircraft reached 12,000 ft. At this time the inertial navigation systoms were giving adisplay of gibberish and were no use in fixing their exact position. ‘When they reached 20,000 ft. Brie retracted the flight spoilers faced th ratoof descent ronicaly be noiced that Roger by then, managed to fit the oxygen mask together (a test tnteligence and manual dexterity while under extreme prse- ‘At this point Roger noticed that his airspeed indication showed 320 kts whilst Eric's showed 270 kts. Eric thought that it was worth assuming that the higher figure was correct in case they hhad been attompting to start the engines while outside the relight envelope. Again they had no luck, although the fuel had been igniting behind the engines and treating those passengers with ‘window seats to view of, what appeared tobe, four engines on fire. At about that time the cabin reached 14,000 ft. and the passenger oxygenmasks weredeployed.Hricdecidedit wastine to have a word with them. Gnd eranng adie andga els Taig is your Captain speal voa smal ‘problem. All four engines have stopped. ‘Weare all doing our damndest toget going again. I trust you are not in too much distress.” Eric then asked the Cabin Service Officer to come to the flight dock. He attompted to explain the problam to him while wooring ‘The Log: April 1088,