The Incredible Glide: When All Four Engines Failed on a Boeing 747

The majestic Boeing 747, often dubbed the 'Queen of the Skies', has a long and storied history. While many flights proceed without incident, some encounters with the unpredictable forces of nature push the boundaries of aviation and human endurance. One such unforgettable event occurred on 24 June 1982, when British Airways Flight 009, a Boeing 747-236B registered as G-BDXH and affectionately named 'City of Edinburgh', found itself in a desperate battle for survival over Indonesia.

This particular flight, a scheduled service from London Heathrow to Auckland, was more than just a journey; it became a harrowing ordeal that tested the mettle of its crew and left a lasting impression on aviation history. The aircraft, carrying passengers from all over the world, encountered an unforeseen and devastating phenomenon: a massive cloud of volcanic ash thrown into the atmosphere by the eruption of Mount Galunggung.

Encountering the Unseen Threat

As G-BDXH soared through the night sky, approximately 110 miles south-east of Jakarta, Indonesia, the crew first noticed an unusual shimmering effect on the windscreen, akin to St. Elmo's fire. Despite the weather radar showing clear skies, a sense of unease prompted the flight crew to switch on engine anti-ice and the passenger seat belt signs as a precautionary measure. Little did they know, a silent, invisible danger was rapidly enveloping their aircraft.

The situation escalated quickly. Smoke began to fill the passenger cabin, initially mistaken for cigarette smoke. However, it soon thickened, carrying a distinct sulphurous odour. Passengers with a view of the engines were met with an even more alarming sight: the engines glowed an unusually bright blue, with light shining through the fan blades, creating a disorienting stroboscopic effect. This was not a normal operational characteristic; it was a clear sign of severe distress.

The Cascade of Engine Failures

At approximately 13:42 UTC, the number four Rolls-Royce RB211 engine began to surge and then flamed out. The highly trained flight crew immediately initiated the engine shutdown drill, efficiently cutting off fuel supply and arming the fire extinguishers. However, the reprieve was short-lived. Less than a minute later, the number two engine also surged and flamed out. In a terrifyingly rapid succession, within seconds, engines one and three followed suit. The stark reality hit the flight engineer, who exclaimed, "I don't believe it—all four engines have failed!"

The Boeing 747-200, a marvel of engineering, has a glide ratio of roughly 15:1. This means that for every kilometre it dropped, it could travel 15 kilometres forward. The crew, faced with a complete loss of thrust, calculated that the aircraft could glide for approximately 23 minutes, covering about 91 nautical miles from their cruising altitude of 37,000 feet. At 13:44 UTC, Senior First Officer Roger Greaves broadcast a mayday call to Jakarta Air Traffic Control, reporting the catastrophic failure of all four engines. Tragically, due to reduced radio quality, possibly exacerbated by the electrical phenomena surrounding the aircraft, the message was misunderstood, with ATC believing only engine number four had failed.

A Masterpiece of Understatement

With no engine power, the aircraft began to descend. The crew faced a critical decision: attempt to restart the engines or prepare for a ditching in the Indian Ocean, given the treacherous mountainous terrain of Java. Engine restart attempts were initiated, even though they were well outside the recommended altitude for such procedures. The first attempts were unsuccessful. Meanwhile, Captain Eric Moody, a seasoned aviator, made a calm and reassuring announcement to the passengers:

"Ladies and gentlemen, this is your captain speaking. We have a small problem. All four engines have stopped. We are doing our damnedest to get them going again. I trust you are not in too much distress."

This statement, a remarkable display of composure under extreme duress, has since been hailed as a "masterpiece of understatement." The loss of engine power also meant the loss of cabin pressurisation, triggering the automatic release of oxygen masks. Tragically, Senior First Officer Greaves's mask malfunctioned. Captain Moody swiftly decided to descend rapidly to an altitude where breathable air was available, a manoeuvre that undoubtedly heightened the passengers' fear, many of whom began writing notes to their loved ones.

The Race Against Time and Altitude

As the aircraft descended towards 13,500 feet, the crew was approaching the critical altitude where they would have to turn back out to sea for a potential ditching. The prospect of a water landing in a 747 was uncharted territory, with no prior precedent. Amidst these life-or-death decisions, a flicker of hope emerged. During an engine restart procedure, the number four engine sputtered to life, followed shortly by the number three. This partial restoration of power allowed Captain Moody to reduce the rate of descent. Soon after, engines one and two were also successfully restarted, providing the much-needed thrust to climb and clear the Indonesian mountains.

However, the ordeal was not entirely over. As the aircraft neared its target altitude, the St. Elmo's fire effect returned to the windscreen. Captain Moody reduced power, but the number two engine surged again and had to be shut down once more. The crew descended again, holding at 12,000 feet, their visibility severely compromised by the sandblasted windscreen.

A Blind Landing

Approaching Jakarta's Halim Perdanakusuma International Airport, the crew's vision through the windscreen was almost entirely obscured. The landing had to be conducted almost entirely on instruments, a daunting task given the circumstances. The instrument landing system's vertical guidance was inoperative, forcing the crew to rely on lateral guidance and distance-measuring equipment (DME) calls from the First Officer to maintain a virtual glide slope. Captain Moody famously described the approach as "a bit like negotiating one's way up a badger's arse." The runway lights were barely visible, and the aircraft's landing lights appeared to be inoperable.

Upon landing, the glare from the apron floodlights on the already sandblasted windscreen made taxiing impossible. Once safely on the ground, the flight engineer, overcome with emotion and relief, knelt and kissed the tarmac, a poignant moment that underscored the magnitude of their survival. When asked why, he simply replied, "The Pope does it," to which Captain Moody retorted, "He flies Alitalia."

The Investigation and Its Findings

The post-flight investigation revealed the root cause of the catastrophic engine failures: the aircraft had flown through a dry cloud of volcanic ash. Weather radar, designed to detect moisture, could not identify this particular threat. The fine ash particles, acting like sandpaper, abraded the windscreen and landing light covers, and most critically, clogged the engines. As the ash entered the combustion chambers, it melted and fused to the engine components. Upon descending out of the ash cloud and cooling, the solidified ash broke away, allowing for the successful engine restarts. The aircraft's batteries and one operating generator had provided sufficient power for these restarts.

The Aftermath and Legacy

The 'City of Edinburgh' was repaired in Jakarta, with engines one, two, and three, as well as the windscreen, being replaced. The fuel tanks were also cleared of ash contamination. After its return to London, engine number four was replaced, and extensive work was carried out to return the aircraft to service.

The passengers and crew were accommodated in Jakarta for several days, with some taking the opportunity to tour the city. After two days, they were flown to Perth and Auckland to continue their interrupted journeys. Notably, Indonesian authorities initially reopened the airspace around Mount Galunggung, only to close it permanently and reroute airways after a Singapore Airlines 747 encountered a similar ash cloud 19 days later.

The crew of Flight 009 received numerous accolades for their exceptional skill and bravery. Captain Eric Moody was awarded the Queen's Commendation for Valuable Service in the Air, and the crew received medals from the British Airline Pilots' Association. The aircraft's engineless flight also entered the Guinness Book of Records for the longest glide by a non-purpose-built aircraft.

One passenger, Betty Tootell, chronicled the event in her book, "All Four Engines Have Failed." She later married fellow passenger James Ferguson, and they often reflected on their "mid-air adventure."

The aircraft, G-BDXH, continued to fly for British Airways for many years before being sold and eventually scrapped in 2009. Captain Eric Moody passed away in March 2024 at the age of 82, leaving behind a legacy of extraordinary airmanship.

Lessons Learned and Notable Incidents

The incident involving G-BDXH highlighted the significant dangers posed by volcanic ash to aircraft. It led to increased awareness, the establishment of ash cloud monitoring systems, and revised flight procedures. Aviation authorities and airlines learned valuable lessons about the importance of accurate weather reporting and the critical need for pilots to be prepared for unexpected environmental hazards.

It's worth noting that while the incident with G-BDXH is perhaps the most famous, other aircraft have encountered volcanic ash clouds with serious consequences. For instance, on 22 December 2013, a British Airways Boeing 747-400 (G-BNLL) at Johannesburg was involved in a collision with a building while taxiing, a different kind of incident but one that also underscored the importance of situational awareness and adherence to procedures.

Comparative Incidents Involving Volcanic Ash

Frequently Asked Questions

Q1: What caused all four engines on British Airways Flight 009 to fail?
All four engines failed because the Boeing 747 flew through a dense cloud of volcanic ash from the eruption of Mount Galunggung. The ash particles clogged the engines, disrupting combustion and causing them to flame out.

Q2: How did the crew manage to land the aircraft?
After the initial engine failures, the crew successfully restarted three of the four engines. They then performed a challenging instrument landing at Jakarta's airport, with severely impaired visibility due to the ash-damaged windscreen.

Q3: Was the aircraft damaged?
Yes, the aircraft sustained significant damage. The engines were damaged by the ash, and the windscreen and landing light covers were sandblasted, rendering them almost opaque.

Q4: Did the volcanic ash affect other flights?
Yes, shortly after the G-BDXH incident, another British Airways 747 encountered the same ash cloud, and a Singapore Airlines 747 also experienced engine problems due to volcanic ash in the same region. This led to airspace closures and rerouting.

Q5: Is the Boeing 747 still in service?
While the Boeing 747 was a workhorse for decades, passenger versions have largely been retired by most airlines. Cargo operators continue to fly them, but their era in passenger service has largely concluded, with newer, more fuel-efficient aircraft taking over long-haul routes.

The story of British Airways Flight 009 and the 'City of Edinburgh' remains a powerful reminder of the inherent risks in aviation and the extraordinary capabilities of skilled flight crews when faced with the most challenging circumstances. It's a tale of survival, resilience, and the indelible spirit of those who fly.

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