Features
Remembering the Seven Virgins air crash 50 years ago
by Captain Elmo Jayawardena
Fifty years ago this year, on December 4, 1974, a DC-8 aircraft belonging to the Dutch carrier, Martinair, crashed into the Anjimalai mountain range also known as the Seven Virgins. The accident happened around 1015 PM and the location was in the vicinity of Maskeliya. This was the worst air disaster that had taken place in Sri Lanka. As many as 191 lives were lost with no survivors. That is how the night of December 4 became a sad one to remember.
Corona curfews give us time to read and in my isolation at home I have been pulling out ‘bucket-listed’ stories to peruse. Most articles I browsed through about the Martinair DC-8 crash had covered all aspects of this horrible disaster. Adequate details were available to re-construct the story and come to reasonable conclusions of what may have happened.
We all know the easy way out of most aeroplane crashes has been the first-choice of the hit-parade – PILOT ERROR. The captain is buried beneath the Seven Virgins hills in shamed silence. So is his First Officer and the Flight Engineer. The case is closed and forgotten. I have no defense to offer on behalf of the crew to give even a shallow coating of an excuse. But! There is a ‘BUT’ I need to mention here.
On one side we have technology inundated with fancy aviation jargon. Add to that a half-burnt Black Box and communication tapes between the pilot and the controller. Plus, all the details of the flying records of the crew and what they have done and what they have not done. Then comes a hundred titbits of aeronautical specifics that act as tinsel to an investigation.
All that is fine, valid to be used at round table conferences where aviation-related head umpires and leg umpires, third umpires plus match referees discuss and make decisions taking all the time in the world. It is not the same for the Captain and his crew. No doubt they are professionally competent aircrew. Yet, some decisions to be made in an aeroplane are instant. You win some and you lose some and the ones you lose may have devastating repercussions.
Worst is you may not even be living to tell your side of the story. A few seconds make the difference between life and death. In such calamitous situations we tend to forget that the most lethal ingredient in an aviation disaster is – the human factor.
The Captain is not an infallible demi-god who jumped off Mount Olympus and sat in the cockpit of his aeroplane. He is human and so are his crew. They are no different to the ordinary you and me. I have been a Captain for a considerable number of years. I have made many mistakes flying aeroplanes. I humbly say I was lucky I escaped without an accident. There is nothing courageous or brilliant about that, it is simply the way fate rolled the dice. Such would be the story of any Captain. Admitted or not, it is the truth, the whole truth and nothing but the truth.
The scales of justice in an aviation accident investigation is handled by competent authorities. In the case of the Martinair DC-8 crash there were three Civil Aviation Departments associated with the inquiry. Sri Lanka, The Netherlands, and Indonesia. Plus, there would have been the McDonnell Douglas Company that built the aeroplane and insurance companies that were present to protect their dollar.
There had been whispers about the Doppler system in this aeroplane having errors which resulted in inaccuracies in the ‘distance to go’. It was also said that the crew were not informed of this. There is nothing to substantiate such statements and as such, it is best that I leave them out and keep them buried along with the aeroplane. I also read that the co-pilot had a traumatic childhood and that could have affected his behavior when approaching to land. I make no comment on such absurdities.
Let me now take you to the story of the DC 8 that crashed into the Seven Virgins mountain range. The accident tragically killed 191 innocent people (182 passengers plus nine crew). It sure is a terrible night to remember.
The flight was from Surabaya, Java, to Jeddah via Colombo which was a re-fueling stop. This was Muslim pilgrimage time to Mecca for the Haj. Devotees came from all parts of the world. Some flew in on private jets but most travelled on chartered aeroplanes. The flight that took off from Surabaya was a DC-8 55CF aeroplane owned by Martinair of The Netherlands which had been leased by Garuda Indonesia to fly the Haj charters.
In command was Capt Hendrik Lamme, 58 years old, a very experienced pilot who had flown 27,000 plus flying hours of which 4,000 were on DC-8s. The First Officer Robert Blomsma had 2,480 hours and was new on the DC-8 type with 47 hours. The third crew member, the flight engineer was Johannes Wijnands who had flown 3,000 hours on DC-8 type aeroplanes. Back in the cabin there were six crew members, four were Dutch and two from Indonesia. The aircraft had a Dutch registration of PH-MBH and was less than 10 years old. The flight plan filed call-sign for the flight was MP 138.
Here I must explain to the reader something about the navigational instruments that the aeroplane had. I want to make it as simple as possible for a non-aviator to understand.
The route from Surabaya to Sri Lanka is mostly oceanic. It starts with an airway called Red-61 and extends on a North-Westerly direction till it reaches the Sri Lankan Flight Information Region (FIR – 92 East longitude) and follows route Golf-462 to cross the coast at a way point located over Yala. This reporting point unfortunately had no Radio Aid for the pilots to cross-check their navigation when flying overhead.
The primary navigation system that was in use by Martinair was called Doppler. This was operated worldwide by many airlines and during that era it was a primary navigational aid for jet aeroplanes flying long haul sectors. Doppler gave the pilots a digital reading of the distance to go to the way point it was heading to. However, Doppler system was not overly accurate when flying over water for a long period and had to be updated over a radio beacon or a known geographical position (maybe a river or town) to maintain its accuracy. Flight MP 138’s route initially had radio beacons to update the Doppler. But the final ocean crossing before coast of Sri Lanka had no radio beacon for the crew to update the Doppler position. That was a long leg, too long to fly without an update.
The last point the DC-8 could have done a navigational cross-check would have been at a way point closer to Banda Archi airport which was about 135 miles right of their track. From there Capt. Lamme still had to fly close to two hours to reach the coast of Sri Lanka. He was navigating now purely by rudimentary ‘dead-reckoning’ and Doppler ‘distance to go’ readouts without any cross-check to update his position.
Flight MP138 crossed the FIR at 8.27 pm local time – six minutes earlier than the estimate. Calculating its speed by distance between two way points and time taken, the ground speed would be 478. That is at eight miles a minute. Six minutes would be almost 50 miles. The FIR was about 850 miles from the Sri Lankan coastal way point. Maybe Capt. Lamme and his crew were getting a wrong ‘distance to go’ reading from their Doppler. It is difficult to fathom whether it was because of the reported fault in this particular aeroplane Doppler or it was because of a very long sea track flown without an update. It could even have been both.
Already there had been a six minute (50 miles) correction made. Was it correct or was it a Doppler error? There was no way to cross check and update. If it was a Doppler fault that could have been the cause the Martinair DC-8 flew all the way to its death in Maskeliya.
Flight MP 138 first contacted Colombo Air Traffic Control located at Ratmalana at 9.52 PM and reported 130 miles out at 35,000 ft. They were only going by the Doppler. The controller answered ‘MP-138 clear descend 10,000 when ready and call 50 miles from Katunayake.” When Capt. Lamme commenced his descent by what his Doppler reading displayed his actual position would have been 50 miles east of where he thought he was. Unfortunately, Katunayake Airport at that time did not have Approach Radar nor a Distance Measuring Equipment (DME) which would have digitally told the pilot exactly how far he was from the airfield.
Few minutes later the DC-8 called “50 miles” and was cleared to 6000 and handed over to Colombo Approach Control at Katunayake. The First Officer who was doing the radio called Colombo Approach at 10.08 PM and reported he was ‘one four” (14) miles from the Katunayake airport passing 7,000 for 6,000. Approach Control had no Radar to see him. The controller had to go purely by the MP 138’s estimate of 14 miles from the airfield. He cleared MP 138 to 2,000 ft and told him to call “field in sight” or overhead the KAT radio beacon.
“Roger, cleared 2,000, to KAT or field in sight.” This was at 1010 by the first Officer.
That sadly was the last communication.
On descent the DC-8 hit the fifth of the Seven Virgins mountains at a height of 4,354 feet. The impact place was about 65 miles from Katunayake. When F/O Blomsma reported 14 miles from the airport, he was most certainly giving the distance from the cockpit Doppler. He had no other instrument to read from other than a possible error-tainted Doppler. If you add 14 miles to the error of 50 miles on the Doppler the answer is 64. Give or take a few miles for the random calculation I am doing and then perhaps the 64 coincides with the distance from Katunayake to where the crash occurred in the Anjimalai hills.
The only other explanation for Capt. Lamme to initiate an early descent could have been a wrongly interpreted weather radar sighting of the eastern coast. These were black and white radar displays and it is possible that a low cloud could have been mistaken for the coast maybe 50 miles before ALGET.
I, in no way can say what I have written is the gospel truth. I have no crystal-clear facts to ponder on. It is just my opinion I am stating. I do have some knowledge on Doppler matters as I have flown these routes in similar aeroplanes using Doppler navigation. Many opinions are expressed by journalists about this disaster. How true such inferences are, is another side of the coin. I was greatly assisted by Sri Lankan Air Traffic Controllers and communication officers, some who handled MP 138 arrival. I am deeply grateful for their first-hand information.
The possibility remains that Capt. Lamme may have commenced his descent approximately 50 miles before the planned point to leave 35,000.
The aeroplane crashed, there were many mitigating factors that left room and would have contributed to human error. Capt. Hendrik Lamme was guilty of being a human being.
—- —–
Today people driving past Norton Bridge town see a strange sight. A structure displaying a large tyre. It is a wheel from the DC-8 that crashed in the Seven Virgins mountains. It could be all that is left of that magnificent aeroplane owned and flown by the Dutch. If one’s interest is kindled, on the road from Norton Bridge to Maskeliya there is a place where one should stop. A plaque of remembrance is there, erected in memory of those who are buried around this place at the foot of this hill. The Martinair crew and the Indonesian pilgrims who died on the slopes of the mountain were buried in a common grave by the roadside. People say flowers do get placed off and on at the memorial. In remembrance of who we know but by whom is a question mark?
Up in the mountain is the main memorial, a stone pillar-like monument erected at the actual crash site. Wind-swept and rain-soaked it stands in its forgotten loneliness. Perhaps it whispers its sadness amidst the Seven Virgins mountain range. The column had been erected in remembrance of the 191 innocent people who died there on a sorrowful December night, a long time ago.
(Elmojay1@gmail.com)
Features
Combining local resources,traditional knowledge and science to build a food-secure Sri Lanka
World Food Day 2026: Innovating today for a better food future
by Dr. Kaushalya Wijayasekara
What will be on the Sri Lankan dinner table ten years from now? Will our children be able to get nutritious food at a price their families can afford? Will farmers be able to grow enough despite changing weather and rising costs? And how much of the food we produce will actually reach the consumer, instead of being lost or wasted along the way?
These questions can’t wait. A farmer faces unpredictable weather. A family faces rising food costs. Fruit goes unsold after a good harvest. Some children do not get enough nutrition. The future of food is tied to the future of Sri Lanka itself.
World Food Day 2026 is a chance to look beyond the immediate problems and ask whether we can build a food system that feeds our people well, gives farmers better opportunities, protects the environment and makes better use of what we already have. The answer can be yes, but we will have to think differently.
We are not starting from zero. Sri Lanka has diverse crops, fisheries, traditional food knowledge, indigenous varieties, research institutions, universities and a young generation able to create new solutions. What we need is to bring these together and act. Producing more will not secure our food future on its own. It will depend on how intelligently we produce, process, preserve, distribute and consume food.
Making more of what we already have
Innovation does not always mean inventing something new. Often it means finding better uses for the resources we have.
Sri Lanka grows traditional rice varieties, kurakkan, green gram, cowpea, jackfruit, breadfruit, cassava, sweet potato, coconut and palmyrah. All of them have great potential for modern, nutritious, value-added foods. Jackfruit and breadfruit can be made into flour and other convenient products. Traditional rice varieties can go into new foods that suit changing consumer needs. Palmyrah, with its strong cultural heritage, can create new income through better processing, packaging, quality assurance and market development.
The aim is to connect our traditional food knowledge with modern consumer needs and technology, while keeping our food heritage.
Stop wasting the food we produce
Reducing food loss and waste should be a major priority. Seasonal fruits such as mango, banana, papaya and pineapple can be lost in large quantities when production exceeds demand or when storage, transport and processing facilities are inadequate. With suitable technology, these fruits can become dried products, pulps, powders, beverages and other shelf-stable foods.
Agricultural and fisheries by-products are resources too. They could be turned into food ingredients, animal feed, bio-based products and other useful materials, which would move us toward a more circular food economy.
Technology alone is not enough. We need stronger local processing facilities, cold storage, efficient transport, collection centres and market information systems, especially close to where food is produced. Cutting food loss raises the value of what our farmers and fishers already produce.
Nutrition and food safety come first
Food security means more than having enough food. People also need food that is safe and nutritious.
Sri Lanka can develop affordable, nutritious foods from local pulses, grains, vegetables, fruits and fish. Children and other vulnerable groups should get particular attention. Schoolchildren in particular deserve a focus: safe, nutritious, locally sourced products for school feeding programs would support child nutrition, local farmers and domestic food industries at the same time.
Food safety must stay at the centre of food innovation. Good hygiene, quality control, laboratory testing, traceability and appropriate food safety systems are what make new products safe as well as attractive and nutritious.
A food system that can cope with climate change
Climate change is already affecting agricultural production, water availability, crop yields and food prices. We need food systems that can handle changing conditions. That means climate-resilient crops, efficient water use, soil and water conservation, better storage and resource-efficient food processing.
Traditional knowledge matters here. Generations of Sri Lankan farmers have developed practices suited to local climates and ecosystems. Combining that experience with modern science can give us solutions that fit local conditions and are sustainable. Technology alone will not build the future of food. Science, experience and local knowledge together can.
Give young people a bigger role
Sri Lanka’s universities have an important part to play in shaping our food future. Young people should be encouraged to identify real problems in the food system and work on practical solutions in areas such as food waste, sustainable packaging, nutrition, food safety, modernising traditional foods and digital technologies.
A good research project should not always end as a research paper. Where appropriate, research should be supported to move on to products, technologies, enterprises and community solutions. That needs stronger partnerships between universities and industry, along with mentoring, research funding, business support and market connections. If young researchers and entrepreneurs can turn their ideas into viable food innovations, both consumers and producers will benefit.
A pathway designed for Sri Lanka
We do not need to copy food-system models from other countries. We can build a pathway that suits our own resources, culture and needs. It would bring together local resources, traditional knowledge, scientific research, appropriate technology and entrepreneurship, with farmers, fishers, universities, research institutions, food industries, entrepreneurs and policymakers working side by side.
The goal goes beyond selling raw materials. We need to create more value, reduce waste, improve nutrition, generate jobs and strengthen rural livelihoods. This matters especially for small and medium-scale food enterprises, which can drive local economic development when they get the right technical, financial and market support.
The choices we make today
The food future will not create itself. It will be shaped by what we grow, what we research, what we process, what we consume and what we choose not to waste.
So, the question for World Food Day 2026 is this: what can we do today so that every Sri Lankan has safe, nutritious, affordable and sustainable food tomorrow?
The answers are already around us, in our farms, fisheries, food businesses, universities, laboratories and communities. We have the resources, the traditional knowledge, the scientific expertise and talented young people. What we need now is to connect them and act.
A better food future begins with the choices we make today.
Dr. Kaushalya Wijayasekara
Senior Lecturer, Department of Biosystems Technology, Faculty of Technology, University of Ruhuna
Features
20th Anniversary of Digampathana blast – the day Sri Lanka Navy cried
By Admiral Ravindra C Wijegunaratne
WV, RWP and Bar, RSP, VSV, USP, NI (M) (Pakistan), ndc, psn, Bsc
(Hons) (War Studies) (Karachi) MPhil (Madras)
Former Navy Commander and Former Chief of Defence Staff
Former Chairman, Trincomalee Petroleum Terminals Ltd
Former Managing Director Ceylon Petroleum Corporation
Former High Commissioner to Pakistan
The Digampathana suicide truck attack on 16th October 2006 remains the deadliest single strike in Sri Lanka Navy history, leaving scars that time cannot erase.
It was a seemingly ordinary Monday morning on 16 October 2006, but the calm of that day would soon be shattered in a way none of us could have imagined. As the Commandant of the Naval and Maritime Academy and Flag Officer Commanding Naval Fleet at Trincomalee, I was aware that a number of my cadets were travelling that morning, part of a convoy of fifteen buses carrying naval personnel from Trincomalee, Colombo, and other bases, heading toward Dambulla to rendezvous with another group. The convoy also included trucks and escort vehicles, a routine movement planned and coordinated with the army to ensure the roads were clear. The morning started quietly. Some personnel greeted friends, handed over their weapons, or strolled to a nearby tea shop. It all seemed so ordinary—too ordinary for what would come next.

Sri Lanka Navy sunk LTTE Ships carrying arms, ammunition and warlike materials thousand miles away from Sri Lanka in Indian Ocean in September and October 2007.
By late morning, both convoys had reached the small ground at Digampathana, near the Sigiriya junction, and personnel mingled briefly, unaware that a carefully orchestrated act of terror was waiting. Then, suddenly, an empty half-truck veered directly into the convoy. It exploded with a ferocity I can still recall as if it were yesterday. Nuts, bolts, and high explosives tore through the air. Pandemonium erupted instantly. I later learned that 107 of our naval personnel were killed on the spot and another 153 critically injured. The scene was indescribable—bodies scattered, vehicles mangled, personal effects strewn across the ground. I remember later hearing that the head of the suicide bomber was recovered more than 100 meters away from the blast, a grim testament to the sheer force of the explosion.
I was in my office at the Naval and Maritime Academy when my mobile phone rang. A young midshipman from the 21st intake called, his voice trembling: “Sir, there was a huge explosion at the convoy point! Many are dead … my batch mate Wijesundara is among them.” I immediately jumped into my jeep with my escort Chief Petty Officer and driver and rushed to Digampathana, relying on every ounce of my driving skill to reach the scene. The journey, which usually took little more than an hour, felt endless that day, each passing mile weighed down by dread.
When I arrived, I was confronted with a sight that no training can prepare you for. The injured were being rushed to Dambulla Hospital, where doctors and nurses worked tirelessly, improvising in ways that saved lives despite the overwhelming chaos. I went back to the site after visiting the hospital. The remains of our naval personnel were scattered across the ground, and someone had begun collecting weapons and protective gear. I immediately contacted Surgeon Rear Admiral Nico Jayasekara and received his instructions: collect all body parts in separate bags and transport them to the Trincomalee Naval Hospital mortuary. This gruesome work had to be done with care and dignity, and it filled the icebox in my vehicle. Through DNA testing initiated by Rear Admiral Nico, we were able to identify every naval personnel lost that day, bringing some closure to grieving families.
The Navy Commander at the time, Vice Admiral Wasantha Karannagoda, was devastated. I had worked closely with him and knew how deeply he cared for his men. He ensured that the fallen were honoured with full ceremonial naval funerals at Welisara Naval Base, attended by families and comrades. Sixty-seven funerals were conducted in a single day—a number that still haunts me.
The Digampathana attack remains the largest single loss of naval life in our history. It was a day of sorrow, but also a day that reinforced our resolve. The tragedy galvanized the Navy to target the LTTE Sea Tiger wing with renewed determination and reshaped our maritime operations forever. Every time I think of that day, I remember not just the lives lost, but the courage, professionalism, and dedication of those who survived, those who treated the injured, and those who ensured the fallen were honored properly. May the souls of our naval hero’s rest in peace, their sacrifice guiding us and inspiring generations of naval personnel to come.
Features
‘Murder at Whitby Abbey’
Tales of Mystery and Suspense – 24
I was intrigued by the title of a book I found in a book drop at the condominium of a friend, Murder at Whitby Abbey, and I brought it home with me though I will not be able to return it in the near future. It was described on the cover page as ‘a standout in the crowded medieval mystery field’, though I fear I do not know of other books in this field, apart from the Cadfael series, which I have dealt with earlier.
The book, by Cassandra Clark, is set during the reign of Richard II and has as a backdrop his precarious position, which led to his being replaced, and murdered, by his cousin Henry, who reigned as Henry IV. It is a gloomy book, the action taking place in the twelve days of Christmas leading up to the Epiphany. And the gloom is pervasive, even though this is supposed to be a time of festivity, with mummers performing, and many of those in the guest house where the heroine stays going to town to enjoy themselves, with much drinking and much music, which also fills the guesthouse.
The heroine Hildegarde is a nun, sent to try to acquire a relic being sold by Whitby Abbey, though this was also a penance set by the Abbot of the monastery that governed her abbess because she had had sex with a man. Soon after she and her companions reach the Abbey set high on a cliff, she finds that there are other bidders, and soon suspects that the hierarchy, not perhaps the Abbot who seems a weakling, but his rapacious bursar, is determined to make money, and not above creating false relics to sell to several aspirants.
After Hildegarde and her Cistercian companions – Whitby is a Benedictine Foundation – two monks, Gregory and Egbert, and a young priest Mark, reach the abbey, they find that Aelwyn, a monk they had met on their way to the guesthouse had died. This was in the apple store, and they realize, when they find the surplices of novices stuffed into the air vents, that he had been left to suffocate in the overwhelming scent of apples.
The Cistercians are asked to look into the death, perhaps because they are likely to get no cooperation from the Abbey folk, but perhaps because those in charge are keen to know what happened. And the infirmarer, an old monk, suggests Hildegarde talk to a man called Edred who worked for the bursar, and had been a friend of Aelwyn’s. But Edred too is killed, before he can keep an appointment he had made with Hildegarde, drowned in a pool near the farmhouse of the Abbey.
Meanwhile tensions arise between the fisherfolk and the abbey for the bursar wants to charge them for using the beach that technically belongs to the abbey to dry their fish and their nets. This leads to physical battles, when the guards used by the abbey, under the command it seems of the bursar whose determination to make money is not resisted by the abbot and the prior, try to storm the area where the fishermen live.
Hildegard finds out more about what had happened through two youngsters, one of whom Torold is the son of Aelwyn by a woman who worked as a prostitute for a cartel, and with whom Mark fell in love. The other works on the farm and had seen Edred meet someone near the pool, after which that someone left the place by himself. And the boy had also found in the pool a sort of dagger with the seal of the abbey.
He and his dog, and Torold who follows her, rescue Hildegarde from a man at arms who has waylaid her and tries to rape her earlier. Escaping into the abbey she was nearly been raped then by the bursar, but she managed to escape, in the process setting fire to him and the muniments room, which led, when he was rescued, to the discovery of a box with the money he said had been stolen, blame being cast on both Aelwyn and Edred.
Matters come to a head when the fisherfolk try to storm the abbey, being resisted by the men at arms stationed on the towers. But then Hildegarde realizes that behind the murders was the bursar’s clerk, whom she pursued to the cathedral. There is great drama then as she escapes from him when he tries to kill her, and then from the man at arms who had tried to both rape and kill her, but they both fall from the scaffolding she had climbed, the latter coming from a tower where he had been stationed.
Both of them think they run the rapacity of the abbey, the latter claiming to work for the nobles opposed to Richard, who is presented throughout the book as devoted to his subjects, not to power or money. But though the villains die, the bursar continues, having got over the hysteria the fire had caused and his acknowledgment then of guilt – and though the abbot and the prior seem less vicious, whether they will be able to assert themselves is questionable.
Before the climax, when the others in the guesthouse were leaving, Hildegarde found that two of them were in possession of the relic, for which they seem to have paid well. Hildegarde herself had made a derisory offer, but before she leaves the abbot gives her the relic, perhaps in gratitude for what she and her fellow Cistercians had discovered, the abbey having made as much money as it needed and more from the gullible other buyers.
Mark’s inamorata is saved from the stews because she moves in with Edred’s widow whom the bursar had thrown out of the rooms he occupied when her husband was found dead. Hildegarde had paid for lodgings, in a house run by the man who ran the brothels, but he had a kindly side and was going to finance them to make nets for the fishermen.
So, the Cistercians set off for their home as swiftly as they can to get there on the day of the Epiphany, having stopped en route to pray for King Richard whose birthday it was.
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