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Thursday, April 30, 2009

U.S.AIR Force Giant, C-5 Galaxy..



Mission
The gigantic C-5 Galaxy, with its tremendous payload capability, provides the Air Mobility Command airlift in support of United States national defense. The C-5 can carry fully equipped combat-ready military units to any point in the world on short notice and then provide field support required to help sustain the fighting force.



Features
The C-5 is one of the largest aircraft in the world and the largest airlifter in the Air Force inventory. The C-5 can carry more than any other airlifter. It has the ability to carry 36 standard pallets and up to 81 troops simultaneously. The Galaxy also carries all of the Army's air-transportable combat equipment, including such bulky items as its 74-ton mobile scissors bridge from the United States to any theater of combat on the globe. It can also carry outsize and oversize cargo intercontinental ranges and can take off or land in relatively short distances. Ground crews are able to load and off-load the C-5 simultaneously at the front and rear cargo openings, reducing cargo transfer times. Other features of the C-5 are:
• Able to operate on runways 6,000 feet long (1,829 meters)
• Five landing gear totaling 28 wheels to distribute the weight.
• Nose and aft doors that open the full width and height of the cargo compartment to permit faster and easier loading.
• A "kneeling" landing gear system that permits lowering of the parked aircraft so the cargo floor is at truck-bed height or to facilitate vehicle loading and unloading.
• Full width drive-on ramps at each end for loading double rows of vehicles.
• A system that records and analyzes information and detects malfunctions in more than 800 test points.
The C-5 has the distinctive high T-tail, 25-degree wing sweep, and four TF39 turbofan engines mounted on pylons beneath the wings. These engines are rated at 43,000 pounds of thrust each, and weigh 7,900 pounds (3,555 kilograms) each. They have an air intake diameter of more than 8.5 feet (2.6 meters). Each engine pod is nearly 27 feet long (8.2 meters).

The Galaxy has 12 internal wing tanks with a total capacity of 51,150 gallons (194,370 liters) of fuel -- enough to fill 6 1/2 regular size railroad tank cars. A full fuel load weighs 332,500 pounds (150,820 kilograms). A C-5 with a cargo load of 270,000 pounds (122,472 kilograms) can fly 2,150 nautical miles, offload, and fly to a second base 500 nautical miles away from the original destination -- all without aerial refueling. With aerial refueling, the aircraft's range is limited only by crew endurance.



Background
Lockheed-Georgia Co. delivered the first operational Galaxy to the 437th Airlift Wing, Charleston Air Force Base, S.C., in June l970. C-5s are operated by active-duty, Reserve, and Air National Guard crews. They are currently stationed at Dover AFB, Del.; Travis AFB, Calif.; Lackland AFB, Texas; Stewart Air National Guard Base, N.Y.; Martinsburg ANGB, W.V.; Memphis ANGB, Tenn.; Wright-Patterson AFB, Ohio and Westover Air Reserve Base, Mass.

In March 1989, the last of 50 C-5B aircraft was added to the 76 C-5As in the Air Force's airlift force structure. The C-5B includes all C-5A improvements as well as more than 100 additional system modifications to improve reliability and maintainability.

Based on a study showing 80 percent of the C-5 airframe service life remaining, AMC began an aggressive program to modernize the C-5. The C-5 Avionics Modernization Program began in 1998 and includes upgrading avionics to Communications, Navigation, Surveillance/Air Traffic Management compliance, improving navigation, communication, and safety equipment, and installing a new autopilot system.

Another part of the modernization plan is a comprehensive Re-engining and Reliability Program, which includes new CF-6 engines, pylons and auxiliary power units, with upgrades to aircraft skin and frame, flight controls, landing gear and the pressurization system. This modernization program will enhance aircraft reliability and maintainability, maintain structural and system integrity, reduce cost of ownership and increase operational capability well into the 21st century.

General Characteristics
Primary Function: Outsize cargo transport
Prime Contractor: Lockheed-Georgia Co.
Power Plant: Four General Electric TF-39 engines
Thrust: 43,000 pounds, each engine
Wingspan: 222.9 feet (67.89 meters)
Length: 247.1 feet (75.3 meters)
Height: 65.1 feet (19.84 meters)
Cargo Compartment: height , 13.5 feet (4.11 meters); width, 19 feet (5.79 meters); length, 143 feet, 9 in (43.8 meters)
Pallet Positions: 36
Maximum Cargo: 270,000 pounds (122,472 kilograms)
Maximum Takeoff Weight: 769,000 pounds (348,818 kilograms) (peacetime), 840,000 pounds (381,024 kilograms) (wartime)
Speed: 518 mph (.77 Mach)
Range: 6,320 nautical miles without air refueling; unlimited with in-flight refueling
Crew: 7 (pilot, co-pilot, two flight engineers and three loadmasters)
Unit Cost: C-5A - $152.8 million (fiscal 1998 constant dollars) C-5B - $179 million (fiscal 1998 constant dollars)
Deployed: C-5A - 1969, C-5B - 1980
Inventory: Total force, 111




Point of Contact
Air Mobility Command, Public Affairs Office; 503 Ward Drive Ste 214, Scott AFB, Ill., 62225-5335, DSN 779-7821 or commercial 618-229-7821.

Megastructures Future Trains...

BIRTH & DEATH OF THE UNIVERSE.....



The Birth and Death of the Universe

About 10 years before the expanding universe was discovered, Albert Einstein provided the theoretical basis for Cosmology with his General Theory of Relativity or "GR". According to GR, Space and Time cannot be separated from each other and the two need to be thought of as intricately linked into a single Space-Time. Even more surprising, Space-Time is not merely the stage on which the drama of physics occurs, it is an actor in that drama. There is a "fabric" of Space-Time that can be bent and stretched. Einstein found that this stretching of Space-Time was related to gravity. Matter and energy gave Space-Time their shape and that shape determined how matter and energy would move. Einstein's theory also allowed physicists and astronomers to create mathematical models of the Universe as a whole including the shape of the entirety of Space-Time. Because GR and the cosmological models it spawned deal with all the Space and Time possible for the Universe, it is a mistake to think of the Big Bang as happening at some point IN space and time. The Big Bang was the expansion of all Space and Time itself. It's a very strange and wonderful idea. With GR, physicists had equations that could describe how the Universe emerged from nearly infinite compression to expand into what we see and live in today. The initial "explosion" came to be called the Big Bang. These equations could describe the evolution of the Universe from the Big Bang all the way into the far future. What will be the fate of the Universe? Will it go on expanding forever? Will the gravitational attraction of all the matter (and energy) in the Universe eventually slow the Universe’s expansion down so much that it will stop expanding and re-collapse in a "Big Crunch"? The answers to these questions depend on the amount of matter (and energy) the Universe contains. Cosmologists express this quantity in terms of the "density parameter" (called Omega). The density parameter is the ratio of two numbers: the actual density of matter and energy in the Universe right now, and the so called critical density of matter and energy where the Universe’s expansion and deceleration are just balanced. Low values of the density parameter (Omega < 1) mean there is not enough matter and energy to slow the Universe down. High values of the density parameter (Omega > 1) mean the gravitational pull of all the matter and energy in Universe will make it re-collapse. A Universe with Omega = 1 will stop expanding but only when time goes to infinity! All this tells us there are many kinds of Universes possible depending on the density of matter and energy (Omega) and the rate of expansion (the Hubble Constant H0). With this cosmology interactive you can see how changing these quantities changes the fate of the Universe.

Wednesday, April 15, 2009

BIRTH OF WILLIAM SHAKESPEAR AT STRATFORD-UPON-AVON-- London


William Shakespeare was born in Stratford in 1564, was brought up and educated there and married a woman from the nearby hamlet of Shottery. Later he bought property in and around the town, including one of the largest houses, New Place. Following his death there, in 1616, he was buried in the parish church. Throughout his life, then, he remained in close touch with his native town, even though, at the height of his career, much of his time was spent in London. The Stratford he knew was certainly very different from today's - in size, smell, noise and general atmosphere. But in one respect it was the same, for Stratford, by the standards of the time, was busy, just as it is now, an essential feature of any successful town.

At the same time, it was a period of great change. The townscape was transformed during his lifetime as a result of three disastrous fires; there were near-famine conditions at the end of the century, reducing a third of the population to poverty; plague and other devastating epidemics were a constant threat; and religious differences could flare into physical violence.

Population

The population of Shakespeare's Stratford can only be roughly estimated, but in 1600 was certainly no more than 2,500 and was probably less. It was, however, growing around this time - from a figure perhaps as low as 1,600 in 1550 - due mainly to a drift from the countryside to the town, with all the problems this brought. Today some settlements with populations of over 2,000 still pass as villages. In 1600, such a population was evidence of an important market town.
http://www.shakespeare.org.uk/content/view/13/13/
Street plan of Stratford-upon-Avon in Shakespeare's time

Layout

The shape of the Elizabethan town was, and still is, based on a grid pattern of streets laid out when Stratford was founded around 1200. The focal point was the present-day Wood Street/Bridge Street axis, along the line of the main road through the town. Much of this had originally been left as open space as a site for the town's market, but by Shakespeare's time, large sections had been filled in, including a row of buildings up the centre of Bridge Street. At the west end of Wood Street, then near the edge of the town, was another open space, which still survives, where the cattle market was held. Branching off from Bridge Street to the north west was a busy thoroughfare, Henley Street, where Shakespeare's father, John, set himself up as a glovemaker in the 1550s (in the house now preserved as Shakespeare's Birthplace), again on an important route out of town. High Street, to the south of the main road, was a main shopping area. Beyond that, in Sheep Street and Chapel Street, the atmosphere was quieter, and minor streets, like Ely Street, Scholars Lane and Waterside, were, for the most part, either undeveloped or lined with barns. Beyond that again were orchards and paddocks and then the open countryside.
The parish church of Holy Trinity stood (and still stands) somewhat apart from the town, marking the site of the original village. This had been left undisturbed when the new town had been laid out alongside it, but by Shakespeare's day had dwindled to a few large houses occupied by the town's leading gentry. The church itself had been rebuilt and added to over the years, reaching its full extent only fifty years or so before Shakespeare was born.

Fairs and Markets

In Shakespeare's time, the state of the roads meant that travel at more than walking pace, even for those fortunate to own a horse and cart, was rarely possible. Most country dwellers wishing to exchange their farm produce for items they could not make for themselves depended almost entirely on towns within a radius of five miles or so. As a result, places like Stratford, with populations which we would now regard as very small, had fairs and a weekly market and a whole range of shops and small businesses. Some dealt in food but there were also tailors, shoemakers, glovemakers (including Shakespeare's father), wheelwrights, carpenters, blacksmiths, tinsmiths and many more. Others, like vintners, mercers and drapers, dealt in goods brought into the town from more distant parts. On Thursday, market day, the town would have been exceptionally busy, with the main streets thronged with buyers and sellers. Some of the streets were named after the particular market held in them, Sheep Street, for example, and Rother Street (after the Old English word for cattle), or Corn Street (now Chapel Street) and Swine Street (now Ely Street). Shakespeare's grandfathers, Richard Shakespeare and Robert Arden, from the nearby villages of Snitterfield and Wilmcote, would have been typical of the many country-dwellers making their way to Stratford on market day.

Stratford was particularly well-placed to serve as a market centre, at an important crossing of the River Avon where several routes converged. The Avon also marked a division between contrasting regions, the open Feldon to the south, largely given over to the growing of crops, and the more wooded area, the Arden, to the north, where cattle farming was more common. Stratford's market was thus an obvious place for the exchange of the different types of produce from these two regions. In the 1490s, a wealthy Stratford townsman, Hugh Clopton, had made sure the routes to the south remained passable throughout the year by paying for the construction of the fine stone bridge that still spans the river.
Industry as we know it did not exist, but Stratford was famous for its malting - the roasting and grinding of grain, usually barley, for use in brewing. This was best carried out as near as possible to where the crops grew, as untreated grain was bulky and expensive to transport. The cereal-growing areas to the south of Stratford were particularly productive, hence the growth of the industry in the town: in one contemporary document Stratford is cited as 'one of the chieffest towns in England for malt-making'.
http://www.shakespeare.org.uk/content/view/13/13/&
Grammar School and Guild Chapel, 1864. Engraved view by Rock & Co., London.

Town Government

In 1553, Stratford was granted a Charter of Incorporation. This created a form of town council (the Corporation), made up of fourteen aldermen and fourteen chief burgesses, headed by a High Bailiff. They were given various properties in the town formerly belonging to the Guild of the Holy Cross. This was a medieval religious foundation which, until its abolition at the time of the Reformation, had also provided a school for the sons of its members and almshouses for the sick and infirm. These responsibilities passed, with the Guild property, to the new Corporation, together with the duties of paying the vicar's salary and maintaining the bridge. In this way the Corporation came to administer the grammar school, still standing in Church Street, where Shakespeare is believed to have received his education. The Corporation also made bye-laws to control the markets within the town and to prevent nuisances, with powers to fine people who broke them. The Corporation was not elected: the first aldermen were named in the charter, and they were given the job of nominating the chief burgesses. New members were chosen in the same way whenever vacancies occurred. Its membership came quickly to be made up of the principal tradesmen in the town, including Shakespeare's father, who was nominated to join the Corporation in 1557, rising to serve as High Bailiff in the year 1568/9.

The Church

http://www.shakespeare.org.uk/content/view/13/13/The Corporation was not the only body laying down rules and regulations about how the townspeople should behave. There was also an entirely separate church court, under the bishop, which investigated matters which today we should find surprising; not only, for example, failure to attend church, and the maintenance of the church fabric, but sorcery, libel, drunkenness, sexual offences, the licensing of physicians, surgeons and schoolmasters, and the making of wills. In Stratford, this was of particular significance: for two out of every three years, it was, by ancient right, the vicar of Stratford, not the bishop and his officials, who presided over this court.
This was also a time of religious upheaval. The English Reformation may have begun simply with the idea of securing independence from Rome, but it unleashed a flood of new ideas; and by the end of the century, Stratford, like all other communities, was beset by religious division. At one extreme were those who clung to the old Catholic faith and who were fined for it (including, it is believed, Shakespeare's father). They were also accused of treason whenever a national conspiracy was uncovered. At the other extreme were the Puritan reformers who wished to do away with bishops altogether and who saw the church courts as a means of carrying the Reformation into every aspect of people's lives, especially their sexual and social behaviour. But many others preferred to avoid taking up these conflicting positions. It is true that, in order to make its Protestant position clear, the Corporation ordered the defacement of the wall paintings in the Guild Chapel in 1564. Moreover, in 1602 and 1612, it passed bye-laws to restrict the activities of travelling players, and in 1605, much anti-Catholic fervour erupted when it was discovered that one of the Gunpowder Plotters had been living at nearby Clopton House. On the other hand, the demands of Puritan extremists, who sought to use the law to regulate private morals, eventually proved too much for the Corporation, leading, in the 1620s and '30s, to a serious quarrel with the vicar.
http://www.shakespeare.org.uk/content/view/13/13/Roxburghe Ballads (Hertford, 1880),III, 336" style="BORDER-BOTTOM: #cccccc 1px solid" height=82 alt="Roxburghe Ballads" src="gallery2/d/1465-2/roxburgheballads.jpg" width=150 border=0
From Roxburghe Ballads (Hertford, 1880),III, 336

Epidemics

Elizabethans were well aware of the need for personal cleanliness but concentrations of people in towns presented problems. Water supplies, mainly wells and streams, could become contaminated, and the lack of a proper system to remove human and animal waste was a particularly acute problem at a time when livestock markets were held in the street and cattle slaughtered on the spot. The Corporation did what it could to tackle these problems: 'muckhills' were set up in locations where they were least likely to cause offence, and fines imposed on those who failed to use them: indeed, Shakespeare's father was one of these, fined in 1552 for making a muckheap near his house in Henley Street instead of using the authorised one at the out-of-town end of the street. Butchers were ordered not to throw their 'garbages' out into the street, but to carry them out of the town to 'some convenient place', and pigs left by their owners to roam the streets were impounded. Nevertheless, outbreaks of disease were common, with particularly serious results for children. In the 1560s, the decade when Shakespeare was born, only one in three children was likely to survive into adulthood. Shakespeare's own son, Hamnet, died at the age of eleven. Adults were also at risk from epidemics. The year 1558 was one of high mortality, with influenza apparently the cause. Far more devastating was an outbreak of bubonic plague in 1564, the year of Shakespeare's birth, which carried away around 15 per cent of the population, including entire households. An epidemic of a different type struck in 1597, second only in severity to that in the plague year. Its precise nature is unknown but it was linked to the disastrous weather conditions of the period 1594-97, when heavy summer rains destroyed the harvests, leaving the poor malnourished and prone to infectious disease.
This shortage of food in the 1590s led to serious riots in many large towns and protests in smaller ones, including Stratford. One measure the authorities took was to try to restrict the activities of the maltsters who were thought to be wasting what little grain there was in the production of beer rather than bread. Others were simply accused of hoarding grain and malt in an attempt to profit out of steeply-rising prices. In Stratford, this resulted in the 'Noate of corn and malt' of 1597 featuring Shakespeare's name (he was now the owner of New Place in Chapel Street) and those of some seventy-four other leading townsmen, some of whom were clearly in possession of more grain than they needed merely to feed their families.

Fires

Serious fires in 1594 and 1595 made this bad situation worse. At a time when fire-fighting equipment was virtually non-existent and buildings constructed of timber and thatch, town fires were a constant hazard. However, to suffer two in successive years, destroying at least 120 houses (perhaps as much as a quarter of the housing stock), at a time when the town was already experiencing general hardship, was particularly serious. The outbreak was blamed on shoddy backland development which had grown up to house the migrant poor who had drifted in. In petitions to the government, the Corporation talked of 700 paupers in the town, at least a third of the population. This is reflected in the soaring death rate in 1596 and 1597, and in the regulations, harsh to us but then commonplace in times of hardship, brought in by the Corporation in an effort to deal with the problem of the poor.

http://www.shakespeare.org.uk/content/view/13/13/The Woefull and Lamentable Wast and Spoile Done by a Suddaine Fire in St Edmonds-bury..., 1608" style="BORDER-BOTTOM: #cccccc 1px solid" height=125 alt="From The Woefull and Lamentable Wast and Spoile Done by a Suddaine Fire in St Edmonds-bury..., 1608" src="gallery2/d/93-2/fires.gif" width=150 border=0
From The Woefull and Lamentable Wast and Spoile Done by a Suddaine Fire in St Edmonds-bury..., 1608
Vagrants were denied entry to the town, and newcomers driven out. Townspeople sheltering 'strangers and inmates' were fined and 'tippling houses' more closely regulated. The situation did not really improve for the rest of Shakespeare's lifetime: there was another serious epidemic in 1608, probably smallpox, a fire in 1614, and in 1616, the year of Shakespeare's death, a further outbreak of disease, probably typhus, the 'new fever' which Shakespeare's son-in-law, Dr John Hall, noted in his casebook the following year. On the other hand, there is no evidence that the town went into serious economic decline.
Many of Stratford's fine timber-framed buildings, including the richly-decorated Harvard House in High Street, date from immediately after the fires of 1594/95, telling evidence of the wealth of the town's leading tradesmen.

In Conclusion

Some accounts of Shakespeare's Stratford have been distorted by sentimental notions of a vanishing 'Merry England'. The problem with a more realistic approach is that we may just see conditions as primitive. Compared with today, of course, things were very different but they changed little over the next 250 years, until a rapidly rising population, by the middle of the nineteenth century, meant that more radical measures at last had to be taken to ensure clean water and to prevent devastating epidemics. Even then there were complaints about the cost, just as there are today whenever new civic schemes are proposed. In Stratford, as elsewhere, there has rarely been agreement over the exact point at which the consequences of doing nothing outweigh the cost of improvements; and such improvements have rarely been willingly undertaken unless the commercial well-being of the town has been under serious threat.
Further information about Stratford-upon-Avon in Shakespeare's time may be found in the following books and articles:
Bearman, Robert, ed., The History of an English Borough, Stratford-upon-Avon 1196-1996 (Stroud: Sutton for the Shakespeare Birthplace Trust, 1997)
Brinkworth, E.C., Shakespeare and the Bawdy Court of Stratford (Chichester: Phillimore, 1972)
Jones, Jeanne, Family Life in Shakespeare's England: Stratford-upon-Avon 1570-1630 (Stroud: Sutton for the Shakespeare Birthplace Trust, 1996)
Martin, J.M., 'A Warwickshire Market Town in Adversity: Stratford-upon-Avon in the 16th and 17th Centuries', Midland History, 7 (1982), 26-41
Porter, Stephen, 'Fires in Stratford-upon-Avon in the 16th and 17th Centuries', Warwickshire History, 3 (1976), 97-106
Savage, Richard, ed., The Registers of Stratford-upon-Avon: Baptisms 1558-1652; Burials 1558- 1652/3; Marriages 1558-1812, 3 vols (London: Parish Register Society, 1897-1905)
Stratford-upon-Avon Corporation, Minutes and Accounts of the Corporation of Stratford-upon- Avon, 1553-1598, 5 vols (Oxford: Dugdale Society, 1921-9; Hertford: Dugdale Society, 1990)

Sunday, April 5, 2009

MY COLLECTION OF ENGLISH VIDEOS...


SHAPE OF MY HEART--BACKSTREET BOYS


PLEASE FORGIVE ME--BRIAN ADAMS


ADDICTED--ENRIQUE IGLESIAS


MAMMA IM COMING HOME--OZZY OSBOURNE


STUCK IN MY HEART--C21


CANDLE IN THE WIND--ELTON JOHN


HERE I AM--BRIAN ADAMS


TRUELY MADLY DEEPLY--SAVAGE GARDEN


LAST CHRISTMAS--SAVAGE GARDEN


MY HEART WILL GO ON--CELION DION

Some Pictures Related 2 My Career...

























Saturday, April 4, 2009

THE BRITISH AIRWAYS..



British Airways Boeing 747 G-BDXH seen in May 1980, some two years before aquiring the moniker "The Flying Ashtray"

British Airways Flight 9, sometimes referred to as the Jakarta incident was a scheduled British Airways flight from London Heathrow to Auckland, with stops in Mumbai, Chennai, Kuala Lumpur, Perth, and Melbourne.

On 24 June 1982, the route was flown by City of Edinburgh, a 747-236B registered G-BDXH. The aircraft flew into a cloud of volcanic ash thrown up by the eruption of Mount Galunggung, resulting in the failure of all four engines, although the reason for the failure was not then apparent to the crew or ground control. The aircraft was diverted to Jakarta in the hope that enough engines could be restarted to allow it to land there. The aircraft was able to glide far enough to exit the ash cloud, and all engines were restarted (although one failed again soon after), allowing the aircraft to land safely.

The first sign of anything amiss occurred shortly after 13:40 GMT (20:40 Jakarta time) above the Indian Ocean, south of Java, when Senior First Officer Roger Greaves and Senior Engineer Officer Barry Townley-Freeman noticed an effect on the windscreen similar to St. Elmo's fire, as if it were being hit by tracer bullets. The phenomenon persisted after Captain Eric Moody, who had left the cockpit to use the lavatory, returned. Despite seeing nothing on the weather radar, they switched on engine anti-ice and the passenger seat belt signs as a precaution.

In the passenger cabin, smoke started gathering in the air. At first it was assumed to be cigarette smoke (smoking was still permitted on flights in 1982), but as it grew thicker, alarm spread. Those looking out windows also noticed that the engines were unusually bright, as if they each had a headlight in them, shining forward through the fan blades and producing a stroboscopic effect.

At approximately 13:42 GMT (20:42 Jakarta time), engine four surged and then flamed out. The first officer and flight engineer immediately performed the engine shutdown drill, shutting off fuel and arming fire extinguishers as the Captain added some rudder to counter the uneven thrust. The passengers also spotted long yellow glows coming out of the remaining engines. Less than a minute after the first engine failed, engine two surged and flamed out. Before the flight crew could begin the engine failure drills, engines one and three shut down almost simultaneously. The flight engineer exclaimed, "I don't believe it – all four engines have failed!"

The 747 had now become a glider. A 747 can glide 15 kilometres for every kilometre it loses in height. Captain Moody calculated that, from its flight level of about 11,280 metres (37,000 ft), Flight 9 would be able to glide for 23 minutes and cover 261 kilometres (141 nm). At 13:44 GMT (20:44 Jakarta time), Moody told First Officer Greaves to declare an emergency to the local air traffic control authority, stating that all four engines had shut down, but Jakarta Area Control misunderstood the message, believing that only engine number four had shut down. It was only after a Garuda Indonesia flight relayed that the message got through.

The loss of power was immediately obvious to the passengers, and they reacted to it in many different ways. Some became resigned, while others wrote notes to their loved ones, such as Charles Capewell's "Ma. In trouble. Plane going down. Will do best for boys. We love you. Sorry. Pa XXX" scrawled on the cover of his ticket wallet. Some passengers cried out that they were going to die, and still others attempted to calm down the more panicky ones.

On the flight deck the crew attempted to contact Jakarta for radar assistance, but could not be seen by Jakarta, despite their transponder being set to 7700, the international "general emergency" code. Due to the high Indonesian mountains, an altitude of at least 11,500 ft was required to cross the coast safely. Captain Moody decided that, if the aircraft was unable to maintain altitude by the time they reached 12,000 ft, he would turn back out to sea and attempt to ditch. The crew began the engine restart drills, despite being well above the recommended maximum engine in-flight start envelope altitude of 28,000 ft, but they were unsuccessful.

Despite the lack of time, Captain Moody made an announcement that has been described as "a masterpiece of understatement"

“ 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. ”

At 13,500 ft, the flight crew attempted one last engine restart procedure before turning for the ocean and the risky prospect of a ditching. Although there were guidelines, no one had ever tried it in a 747 – nor have they since. Number four engine started, and at 13:56 GMT (20:56 Jakarta time), Captain Moody used its power to reduce the rate of descent. Shortly thereafter, engine three restarted, followed shortly by engines one and two. The engines were able to restart because one generator was still operating, thus allowing ignition of the engines. The crew were amazed at their change of fortune, and requested an increase in altitude to 15,000 feet to clear the high mountains.

As the aircraft approached its target altitude, the tracer effect on the windscreen returned. Captain Moody throttled back, but it was too late: number two engine surged again, and had to be shut down. The crew immediately descended to 12,000 ft.

At last Flight 9 approached Jakarta. Despite reports of good visibility, the crew found it difficult to see anything through the windscreen, and had to make the approach almost entirely on instruments, despite the glideslope of the ILS being inoperative. It was, in the words of Captain Moody, "a bit like negotiating one's way up a badger's arse". Although the runway lights could be made out through a small strip of the windscreen, the landing lights seemed to be inoperable. After landing, the flight crew then found it impossible to taxi, as glare from apron floodlights made the windscreen opaque, and City of Edinburgh had to wait for a tug to tow her in.

It was found that City of Edinburgh's problems had been caused by flying through a cloud of volcanic ash from the eruption of Mount Galunggung. Because the ash cloud was dry, it did not show up on the weather radar, which is designed to pick up the drops of moisture that form clouds. The cloud sandblasted the windscreen and landing light covers, as well as clogging the engines. Engines one, two and three were replaced at Jakarta, as well as the windscreen, and the fuel tanks were cleared of the ash that had entered them through the pressurisation ducts, contaminating the fuel and requiring that it be disposed of. After being ferried back to London, engine number four was replaced and major work was undertaken to return the aircraft to service, where some crews nicknamed it "the flying ashtray". G-BDXH also entered the Guinness Book of Records as the longest glide in a non-purpose-built aircraft, until it was replaced by the Air Transat Flight 236 incident.

Although the airspace around Mount Galunggung was closed temporarily after the accident, it was re-opened days later. It was only after a Singapore Airlines 747 was forced to shut down three of its engines while flying through the same area nineteen days later, that Indonesian authorities closed the airspace permanently and re-routed airways to avoid the area, and a watch was set up to monitor clouds of ash.

The crew received various awards, including Her Majesty The Queen's Commendations for Valuable Service in the Air and medals from the British Air Line Pilots Association. Following the incident, the crew and passengers formed the Galunggung Gliding Club as a means to keep in contact.

One of the passengers, Betty Tootell, wrote a book about the incident, All Four Engines Have Failed. She managed to trace some 200 of the 247 passengers on the flight, and went on to marry a fellow survivor, James Ferguson, who had been seated in the row in front of her. She notes: "The 28th December 2006 marks the start of our 14th year of honeymoon, and on the 24th June 2007 many passengers and crew will no doubt gather to celebrate the 25th anniversary of our mid-air adventure."

Today, British Airways operates Flight 9 from London Heathrow to Bangkok and Sydney. City of Edinburgh, later renamed City of Elgin, continued to fly for British Airways, before being sold to European Aviation Air Charter. The last known location of the plane (by this time partially dismantled) was at Bournemouth International Airport in early 2007.