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108diately told me to shut down number 2. We were now climbing out in the pitch dark with a fair bit of turbulence and that did not seem to me to be a good idea, especially bearing in mind our sim trip of the day before. I looked at the Eng and he looked at me. We were often told to sit on our hand for a moment or two in a multi-engine aircraft, but Bill was rushing. I slowly closed the number 2 engine throttle but rather than continuing with the drill moved my hand down to the number 1 enginefuel cock that I had closed when I shut that engine down. I then relit that engine before continuing with the shutdown drills for number 2. Once that was over, I increased the power on Number 1 and told Bill that number 1 was operating normally. We then dumped some fuel and landed after an hour. Of course, we had reported two engine failures but were now operating normally on 3. ATC were very confused and later there was some sort of enquiry as to what had happened. Certainly, I had been told to shut down 2 engines but was never actually told to relight one. I would have said that I did not want to distract Bill while he was flying in fairly difficult conditions. I think he had a bit of bother explain what had happened but by then I was posted and away. I do remember getting a thumbs up from the Eng though.Chapter12We packed everything up at Buffavento and then decided to put the car on the overnight car train to London. That was quite interesting although you do not get much sleep on a noisy train. We went and stayed with my parents in Guildford for a few days and then I went down to St Mawgan to arrange a married quarter. These were available at St Eval. They were on a bleak part of that disused airfield. They had metal window frames that barely fitted the holes in the wall and the Atlantic gales just blew straight through them. All in all, rather grim. I think we had arranged for our furniture to go into store and took the quarter as furnished.