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engine fire were executed and when fuel to the engine we turned off in this procedure the fire went out. A ground witness was taking motion pictures of the aircraft at this time. The film showed the fire so out and then the characteristic white put: of fire extinguisher discharge.
Just before 1312 , within the first minute after the onset of the emergency, the flight radioed the emergency to San Francisco Depature control requesting emergency equipment and immediate landing. Approval was given and the captain, who was flying the aircraft from the left seat position, began a return to lead at San Francisco.
About the time the emergency was declared the captain advised his crew that he was having difficulty with lateral control of the aircraft. At this point, it was noted that the primary hydraulic pressure indication was fluctu- ating between 1200 and 1700 p.s.i. , the hydraulic fluid quantity indication was decreasing and the aileron reversion light was coming on intermittently.[1] With these indications of hydraulic failure[2] the engine hydraulic pumps were turned off. The captain could not hold the left wing up with manual aileron, whereupon the auxiliary hydraulic pump was turned on and standby (emergency) rudder power was engaged. With this action, control was restored and the aileron reversion warning light stopped illuminating.
At 1316, because of the control difficulty experienced and to avoid steep left turn to land at San Francisco International the flight requested
