It was another ordinary day in the life of Capt. Ed, as most of us call him in the Ham community, who was then preparing for another international cross-country flight on a Boeing 747-200 series last December 11, 1994. The specific flight was to be known PR434, a Manila – Tokyo (Narita) run via Cebu (Mactan). Capt. Ed routinely went through the usual mandatory check in time for his 5am flight and then proceeded with the usual pre-flight activities that included flight systems checklist. It never occurred to him that PR434 will be the most challenging of all flights he ever flew. Capt Ed’s 747-200 jet aircraft was given the usual push back from the tarmac and proceeded for take-off at runway 06-24. PR434 promptly lifted its gears a few minutes after 5am and was proceeding normally to its assigned altitude for a short stopover in Cebu City.

The flight to Cebu was not crowded but the passengers who will be boarding in Cebu for the final leg to Tokyo will fill the aircraft with 292 passengers, mostly Japanese, and a compliment of 18 Cabin Crew members. While cruising over the tip of Luzon towards the Visayas Islands, without anyone’s knowledge, a bomb was planted under seat 26K by one of the passengers who moved to another seat after doing so. PR 434 finally landed at Mactan airport in Cebu where some of the passengers disembarked and a new set of passengers would board on the final leg to Tokyo at past 7 in the morning.

Capt. Ed had no idea of any activity in the aircraft as everything seemed normal, not even a pigment of imagination that a bomb was planted by one of his passengers who disembarked in Cebu and was set to detonate it in the next 4 hours. Passengers boarding for its final destination to Tokyo went without a hitch. However, flight PR434 was delayed for almost 48 minutes due to airport congestion while the bomb planted earlier continued ticking. One of the passengers, a Japanese national, Haruki Ikegami, on his first trip overseas and traveling with Japanese co-workers was very excited to be returning home, occupied seat no. 26K. Nobody had any idea that almost 2 hours earlier, a bomb was planted under that seat.

At 8:30am, everything was normal when they were at 33,000 feet above the ground. A little more than 2 hours away from Tokyo, Capt. Ed made some announcement over the aircraft’s PA system where he said, "a beautiful day in Tokyo" and how far they were from their destination for his passengers’ information. They were then over Minamidaito, Okinawa. To ease the load on the pilots, the aircraft’s auto-pilot would normally be on to maintain navigation, heading and altitude. Just a few minutes after Capt. Ed Reyes made the announcement, suddenly there was a loud explosion and the aircraft sharply rolled 30 degrees over to the right by itself. Simultaneously, the steering wheel rotated to full right with a "thud" and then the aircraft rolled back in the opposite direction to the left and stopped in the straight and level position. Everything happened in a split second. Capt. Ed's first reaction were these words, "God forgive me, I am going to die.” Capt. Ed felt the aircraft to have expanded brought about by the explosion. Then the big surprise in his entire flying career and the fear of his life came about upon seeing the steering wheel remaining stuck in the full right position. The position of the flight control (steering wheel) was indicating a steep right turn but actually the aircraft was flying straight and level. It was a fearful site. Capt. Ed was fully aware that the flight control was badly affected.

In the rear, passengers saw a lot of smoke and debris after the explosion. The passengers panicked trying to get away from where the blast was but the efficiency of the cabin crew prevailed upon them. A lot of passengers were bleeding caused by the flying debris from the explosion. The cabin crew attended first to the passengers who needed immediate medical attention. Another passenger directly seated at the back of seat 26K had his legs badly wounded. The Purser, Mr. Fernando Bayot, promptly moved him away from the blast site. It was a very morbid scene when Mr. Bayot pulled out the passenger on 26K. He thought that the Japanese passenger was stuck in the gaping hole caused by the explosion, only to realize that the lower half of his body was missing. Within a couple of minutes, the passenger expired.

The cabin crew did not want the other passengers to know that the occupant of seat 26k had died. So as not to spread panic among the passengers, the crew put on an oxygen mask on the passenger to pretend he is still alive. After that, the Purser, reported the situation to Capt. Reyes via the intercom where Capt Ed was now aware of the explosion in seat 26K causing instant death to one of his passengers and injuring a lot more. Capt Ed then asked his Flight Engineer, Dexter Comendador, to personally check the extent of damage caused by the explosion and if there were any structural breach on the aircraft as he was advised earlier that the explosion had caused a big hole on the floor.

His first concern was that the blast may have caused a hole in the aircraft skin and this can commence depressurization, a nightmare for all airline pilots on pressurized aircraft. Should this happen, Capt Ed Reyes will have no other alternative but to immediately make a fast descent. Flight Engineer Dexter Comendador saw the gaping hole and he knew well that with a slight breach on the aircraft skin, it may open up and suck everyone out just like the principle of a balloon (difference in pressure inside and outside). His flight Engineer was relieved when he saw that there was no breach on the aircraft skin. He then reported his findings to Capt. Ed Reyes.

As mentioned earlier, the explosion pulled the steering wheel of the aircraft to rotate all the way to the right causing the huge aircraft to roll 30 degrees over to the right. It was however immediately corrected back to straight and level position by the aircraft’s auto pilot system but the steering wheel remained stuck in the full right position. Soon after, Capt Ed would find out that the autopilot steering system was also a victim of the blast. He tried to confirm his suspicion when he informed his crew in the flight deck that he will try to turn the aircraft using its autopilot. There was no reaction. He made several tries to be sure. Up and down, right and left turns but there were no reactions. That was the time Capt. Ed realized the extent of their problem.

That was not only Capt. Ed’s dilemma. In the passenger cabin, one of the passengers required immediate medical attention and Tokyo is still 2 ½ hours away. At this point Capt. Ed decided to try and land at the nearest airport, Naha, in the island of Okinawa located 74 kms. to the west. He then instructed his co-pilot, Jimmy Herrera to make a mayday call, who immediately obliged declaring an emergency situation. It was one difficult communication because the Japanese Air Traffic Controller had difficulty with the English language. Capt. Ed took over in calling Naha Airport this time, reporting a flight level of 33,000 feet. The silence from the air traffic controller was deafening until another air traffic controller, an American, acknowledged their call and informed them that he was taking over. The American ATC was from the nearby American base in Okinawa. They were given a new heading and advised to turn left. However, Capt. Reyes informed the American ATC that they can not execute that left turn yet at that moment and instead informed the American ATC when they can make that turn towards Naha as they had problems with their flight controls.

Capt. Ed then informed his passengers over the aircraft PA system that they will be making an early landing at Naha airport in Okinawa and it would be as soon as possible. Capt. Ed realized that landing in Naha was easier said than done. One, the autopilot was not responding to any of his inputs and second, the aircraft was flying parallel to Naha. He must find a way to steer the aircraft to make a turn if he had any chance of landing the aircraft safely. Capt. Ed’s fear was disengaging the autopilot might make him lose what minimal control he still had on the aircraft.

After briefing his co-pilot Jimmy Herrera and Flight Engineer, Dexter Comendador, he finally decided to disengage the auto pilot system. To his mind the worst thing that may happen was, they lose control of the aircraft because prior to that the aircraft was not responding to any inputs Capt. Ed was making. He was extremely worried that disengaging the autopilot might make the aircraft abruptly roll to the right excessively because the aileron control in the steering wheel was stuck fully to the right. If this happens they may not be able to control it. He finally made the move and told his crew, “at the count of 3 I will disengage the autopilot.”  All of them on the flight deck had to strap themselves according to "emergency procedure."

After the count of 3 and with the autopilot disengaged, fortunately nothing untoward happened. Capt Ed felt very much relieved. He then took over the aircraft on manual control. He came to discover further that the explosion had caused the ailerons (for turning left or right) to be totally jammed as well as the rudders. The elevators (control for climb and descent) had very little reaction if manually pushed to descend or to pull harder to climb. He then instructs his Flight Engineer to refer to their QRH (quick reference handbook, the pilot’s bible), stating procedures to be taken on jammed ailerons, rudders and elevators. The emergency procedure covering jammed flight controls such as the ailerons recommended manual brute force. With the autopilot off and even with brute force applied on the steering wheel, the aircraft did not respond. It was at this point Capt. Ed Reyes decided to apply differential power. It is a procedure not found on their quick reference handbook. Differential power is a process where you apply more power/thrust on one side of the aircraft to make it turn.

The Boeing 747-200 is a 4 engine aircraft with 2 engines on each wing. More power/thrust on one side will make the aircraft turn on the direction of the lower power/thrust side. No amount of "brute" force would activate the aircraft’s ailerons. Since after the explosion, the aircraft could only fly a straight course. While at it, Capt. Ed tried to find other remedies to deal with their jammed ailerons. With this predicament, it was taking them a longer time now to make a landing. The 20 minutes landing time became 1 hour, a frightening 1 hour.

Capt. Ed knew very well that they may have survived the explosion but landing the aircraft was more critical and dangerous considering the size of the aircraft, the hidden extent of damage caused by the explosion and most important of all, the 292 passengers and crew who were all banking on Capt. Ed Reyes’ expertise to make a safe landing of a crippled aircraft. Some of the passengers found time to write some letters to their families, wills, words of encouragement to their families if anything would happen and some just to let their families know how much they love them.

While their autopilot continued to be disengaged, Capt. Ed Reyes finally decided to execute a differential power turn as they might miss Naha airport. He then gave the command to disengage auto-throttle and to ease up on engines 3 & 4 (right wing engines). He then increased power on 1 & 2 engines. Very slowly the huge 747-200 aircraft started to circle right; he then reduced speed to make a smaller radius turn with guidance from the air traffic controller. Capt Ed hoped that the maneuver will soon line him up with the runway at Naha airport.

As they were descending on decreased speed, Capt. Ed tried to check once more the aircraft’s control system and this time he felt some little reaction to his inputs. The elevator (for climbing and descending) was beginning to respond a little. Capt. Ed knew that in order to land safely, he needed minimal control over the elevator and ailerons. As PR434 nears Naha airport, Capt. Ed continued to reduce airspeed. To be lighter upon landing, Capt. Ed’s co-pilot Jimmy Herrera suggested they dump some fuel. Capt. Ed then ordered his Flight Engineer to dump 36 tons of fuel. Less fuel means lighter weight, less strain on their landing gear and less brakes on touchdown. The fuel dumping terrified some of the passengers because they thought it was a smoke trail from their wing and they thought something must be burning and that there might be another explosion. As the time to touch down got closer, Capt. Ed was worried the bomb may have caused more unknown damages and that the gears may not hold up when they finally land. He made sure the cabin crews were ready in case the gears collapse upon landing and that they be prepared to evacuate passengers.

Finally Capt. Ed gave the command "GEARS DOWN." It should have taken them just a few seconds to have a confirmation on the instrument panel that their gears were securely down and locked. Amusingly, his Flight engineer, Dexter Comendador later on jokingly said that they were the longest seconds he ever had in his life. When Capt. Ed was on his final approach a few miles away from Naha airport, he asked Flight Engineer Dexter Comendador to monitor his speed, altitude and flaps deployment until they make a touchdown. Capt. Ed Reyes told his co-pilot Jimmy Herrera to help collectively push or pull the elevator control upon his command during the final approach to land. Landing a 747 with jammed elevator, rudder and aileron controls was very heavy. The co-pilot even had to use both feet as leverage on the instrument panel in front of him specially when Capt. Reyes would command  "pull some more.”

When finally the gears were a few feet above touch down at Naha airport, Capt. Ed Reyes in a loud voice ordered his co-pilot "PULL" to make the aircraft flare and make a smooth touchdown. Normal landing procedures followed, when the aircraft came to a halt, Capt Reyes over the PA made this announcement, "LADIES AND GENTLEMEN, WE HAVE JUST LANDED AT NAHA AIRPORT." The passengers on board profusely thanked Capt. Ed Reyes and his crew with clapping of hands, a thanksgiving that could have been a standing ovation if not for their being strapped to their seats as required by federal aviation regulation until the aircraft is properly parked and seat belt sign has been turned off. Police cars and ambulances immediately arrived at the scene and all passengers were quickly evacuated and the injured brought to the hospital. Capt. Ed was still slumped on his seat with his crew and felt so exhausted after that very dramatic experience. Indeed, the last landing was the most challenging Capt. Ed Reyes ever had.

When Capt. Ed and his crew returned to Manila, they were given a heroes’ welcome and a personal letter of commendation from no less than Philippine President Fidel V. Ramos, the president of Philippine Air Lines and other aviation organizations. From the ham community, Capt. Ed was given a picture frame with his QSL card enlarged together with a newspaper clipping headline on his return. The award was given in one of our Powwow at the Aristocrat Restaurant at the Elliptical Circle. The people who were also having their lunch at the restaurant joined the amateur group in congratulating our Capt. Ed Reyes, DU1ERV.

Here’s more…

In 1980, when Capt. Ed was then flying a Boeing 727-200 Tri-jet, he was supposed to fly to Hong Kong but at the last minute, he was diverted to another flight. The Airbus service to Cebu developed some technical problems and had to be cancelled. The passengers of Capt. Ed were then transferred to another aircraft and Capt. Ed was then assigned to replace the cancelled Airbus service to Cebu. Just after crossing Batangas shoreline proceeding to Marinduque, and still climbing to their assigned altitude of 29, 000 feet, 3 of his passengers declared a hijack.

The very cool Capt. Ed Reyes tried to negotiate with the hijackers and was able to convince them to give up. It was quite a long negotiation but ultimately he was able to land back the aircraft in Manila without any damage to it and all the passengers unharmed.

In another incident, on his way to Hawaii, 20 – 30 minutes before descending to land at Honolulu airport, around 125 miles away, all 4 engines in his jumbo jet 747-200 quit all at the same time. Composed as ever, he made a dead stick descend (no power) from 39,000 feet. Fortunately, he was able to re-start all engines at 27,000 feet. He just had one chance to re-start and had it failed, it would have been a disaster. At 27,000 feet there was nothing between them and the deep wide open North Pacific Ocean but gravity.

There were some memorable and amusing experiences in the career of Capt Ed. In one incident, Capt. Ed, Gil Lappay, 4F2KWT and the author flew in the middle of the 90’s to Lubang Island. Our trip was a DXpedtion in the hope that we could make a lot of contacts from a place very much sought after at that time because of its unique and rare call. We took a Cessna 310 (6-seater twin) and loaded it with almost 210 kilos of equipment for our DXing activity. When we were setting up our equipment, we found out that we brought the wrong antenna system. For that specific activity, our vertical wire antenna was short by 1 inch on each side. We even tried to interconnect it using table fork in the hope that the SWR would improve. In the next 2 days, Capt. Ed and I enjoyed sleeping, eating and flying kites. Gil Lappay, 4F2KWT, just settled with around 15 contacts on the CW mode as voice communication brought our antenna’s SWR to a critical reading. We enjoyed just the same and laughed at our frustrating activity.

I have flown with Capt. Ed on many occasions. My acquaintance with Ed started on 40 meters in 1991 when I was assigned in Mindanao based in Davao. Our friendship continued until my re-assignment to Manila. Ed became a very close friend both to me and my family. I would normally monitor him on his flights abroad as second operator for Ed Garcia, then DU1ZXZ. I was his son’s god parent during their wedding and I became active in the aviation organization because of Capt. Ed. I became a consultant for Airlink International Aviation School, Airline Pilot’s Association of the Philippines (ALPAP) and became an active member of the Aircraft Owners and Pilot’s Association-Philippines (AOPA). It was because of Capt. Ed that I renewed my pilot’s license to be legitimate.

Capt Ed and I have been to many PARA Hamventions together in the past. I see a real person in Capt. Ed, very unassuming, humble and ever helpful. Most of what I now know and learned on flight safety and operation were all from Capt. Ed. He made sure I was present in as many seminars on aviation-related activities as there were. In his career as an airline pilot, there was indeed SOMEBODY who was the wind beneath his wings. A former Secretary General of PARA and an active ham, it made all of us prouder with his accomplishments. May his tribe grow!