FLC OF HVT DECLARED AN EMER WHEN THE ATTITUDE AND HDG INST BECAME INOP DURING IMC AT HIGH ALT CRUISE. RUSHED TO MEET ATC RELEASE TIME. FO FAILED TO NOTE CODE FOR MALFUNCTION AS INDICATED BY WARNING LIGHT. INS NEEDED RESET OF NUMBERS ON GND. TEMPORARY LOSS OF ACFT CTL.

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THIS WAS THE CAPT'S FIRST TRIP SINCE FINISHING IOE AND THE FIRST TIME HE HAD CHKED OUT IN THE DC-8. THE ENG HAD 300 HRS AND I HAD 340 HRS RESPECTIVELY IN THE DC-8. THE ENG AND I HAD RECEIVED NO INS TRAINING. WE WERE TOLD WE WOULD LEARN EVERYTHING WE NEEDED TO KNOW WHILE 'ON THE ROAD.' SINCE JUN/XX/94 I HAVE BEEN FLYING INTL EXCEPT FOR 4 DAYS IN JULY; 5 DAYS IN AUGUST; AND 2 DAYS IN SEPTEMBER. OUR EMER OCCURRED SEP/XX/94. ON AUGUST I HAD CALLED THE CHIEF OF SCHEDULING FROM CAIRO AND TOLD HER I NEEDED TO GO HOME. I TOLD HER I WAS EXHAUSTED; FATIGUED; TIRED; AND JUST NOT FEELING WELL. SHE TOLD ME THE COMPANY DIDN'T HAVE ENOUGH DC-8 CREWS TO ALLOW ME TIME OFF. ADDING TO THE FACT THAT I HAVE HAD LITTLE TIME OFF; ON JUN/XX/94; I SUFFERED FROM FOOD POISONING IN BAHRAIN AND LOST 15 LBS. THE ENGINEER'S 17 YR OLD SON DIES IN A MOTORCYCLE ACCIDENT LESS THAN 3 WKS PRIOR TO THE INCIDENT. ON SEP/XX/94 WE PUSHED BACK AT BRUSSELS AT XA05Z AND TAXIED TO RWY 26L. WE WERE RUSHING TO MAKE A SLOT TIME OF XA25Z. DURING TAXI THE RED WARNING LIGHTS CAME ON FOR THE #1 AND #2 INS'S. I PUSHED THE TEST SWITCH AND THE LIGHTS WENT OUT. AT TKOF THE WX WAS 1900 SCATTERED; 2600 BROKEN; 9000 BROKEN; VISIBILITY 10 KILOMETERS WITH A WET RWY. AFTER TKOF WE TURNED L AT 8 DME TO A 143 DEG COURSE TO OUR FIRST FIX. SOMETIME DURING THE DEP WE WERE CLRED TO FL280. AFTER PASSING 11000 FT THE RED WARNING LIGHTS FOR #1; #2; AND #3 INS'S CAME ON. I AGAIN PUSHED THE TEST SWITCHES AND THE LIGHTS WENT OUT; ONLY TO COME BACK ON AGAIN IN A FEW SECONDS. WE WERE NAVIGATING USING THE VORS. I CHKED ALL 3 INS'S AND THEY WERE NOT ADVANCING PAST 01. (ABOUT A WK EARLIER ON A DIFFERENT DC-8-73F; ALL 3 INS'S FAILED AT NIGHT. THE CAPT SAID TO TURN ALL 3 OFF TO GET RID OF THE 3 RED WARNING LIGHTS. WE FLEW THE REMAINDER OF THAT TRIP USING VOR'S AND ADF'S.) PASSING FL240 I TOLD THE CAPT ALL 3 INS'S WERE WORTHLESS. I THEN ASKED: 'DO YOU WANT TO TURN THEM OFF TO GET RID OF THE 3 RED LIGHTS.' HE SAID YES AND WE SIMULTANEOUSLY TURNED OFF #1 AND #3. IMMEDIATELY EVERY WARNING FLAG; HORN AND BUZZER WENT OFF IN THE ACFT. I THEN REMEMBERED THAT THE SYS IN THIS DC-8 WERE DIFFERENT THAN THE SYS IN THE PREVIOUS DC-8 I HAD FLOWN. THIS ACFT GOT ITS GYROS FROM THE INS'S. THE OTHER ACFT DID NOT. WE BOTH IMMEDIATELY TURNED THE #1 AND #3 INS'S BACK ON. WE IMMEDIATELY LOST OUR HDG INDICATORS. I TOLD ATC WE WERE IMC AND HAD LOST OUR HDG INDICATORS. ATC GAVE US A START TURN STOP TURN HDG. BY THIS TIME WE HAD ALSO LOST THE 2 PRIMARY ATTITUDE INDICATORS. THE STANDBY ATTITUDE INDICATOR ONLY LASTED 2-3 MINS AND WAS THEN UNRELIABLE. IT SHOWED A 30 DEG CLB WHILE VVI AND ALTIMETER WERE RAPIDLY DECREASING. WE THEN DECLARED AN EMER. I REQUESTED HIGHER ALT BECAUSE I COULD SEE BLUE SKY ABOVE US. ATC TOLD US AN ARPT THEY WOULD DIRECT US TO. I TOLD ATC I WANTED AN ARPT THAT WAS VMC WITH NO WX TO PENETRATE AND 9000 FT OF RWY. BEFORE BEING GRANTED HIGHER ALT WE BUSTED FL280 BY CLBING TO FL285. WE WERE THEN GIVEN FL310 AND BROKE OUT OF THE WX AT FL300. BY THE TIME WE LEVELED OFF AT FL310 OUR HDG AND ATTITUDE INDICATORS WERE OPERATING CORRECTLY. THE CAPT SAID TO CANCEL THE EMER AND REQUEST ATC CLR US TO OUR DEST: THEY DID. DURING THE ENTIRE EMER; WHILE COM WITH ATC; I WAS GIVING THE CAPT AIRSPD; ALT; AND VVI INDICATIONS. NO INS TRAINING. DIFFERENT SYS FOR THE SAME TYPE OF ACFT. I WAS EXHAUSTED; FATIGUED; TIRED; AND JUST DIDN'T FEEL WELL.