ACFT EQUIP PROB. ENG HAD BEEN SHUT DOWN AND RESTARTED. PNEUMATIC HYD PUMPS WERE TURNED ON AS BACKUP HYD PRESSURE; BUT BOTH PUMPS INDICATED LOW PRESSURE. THEY WERE TURNED OFF AND ACFT HYD PUMPS TURNED ON.

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NUMBER 2 ENG FAILED AND RESTARTED WITH ONLY IDLE PWR AVAILABLE. BOTH PNEUMATIC HYD PUMPS (SYS B AND C) WERE TURNED ON TO PROVIDE BACKUP PRESSURE AND TO REDUCE LOAD ON #2 ENG. BOTH PUMPS INDICATED LOW LUBE PRESSURE SHORTLY AFTER TURNING THEM ON. I COULDN'T BELIEVE BOTH WOULD FAIL TOGETHER AS THEY ARE INDEPENDENT SYS. I FOLLOWED THE FLT MANUAL PROC WHICH WAS VERY SIMPLE 1) TURN OFF AIR TURBINE MACHINE; 2) TURN ON ACFT HYD PUMPS. ALTHOUGH FOR TKOF MUCH IS SAID ABOUT GEAR DOWN PERFORMANCE NOTHING IS MENTIONED FOR FAILURE INFLT. GENERALLY THE PNEUMATIC PUMPS ARE ONLY ON FOR #2 ENG FAILURE OR HYD PUMP FAILURE SO; TO ME; NO MENTION OF A GAR CLB PENALTY MEANS THAT IT ISN'T A FACTOR. EXTENSIVE GUIDANCE IS GIVEN FOR TKOF WITH NO AIR TURBINE MACHINE BUT NONE FOR FAILURE IN FLT. AFTER LNDG AND RETURN TO HOME STATION I WAS ASKED IF I HAD TAKEN THIS INTO ACCOUNT (THE CLB LIMIT PENALTY). WE ARE STILL DISCUSSING THIS AND ARE TRYING TO DETERMINE IF THE FLT MANUAL NEEDS TO BE EXPANDED. ALSO I NOTICED THAT THE RESTART ENVELOPE GRAPH CAN BE DIFFICULT TO READ DUE TO ITS SMALL SIZE AND THE FACT THAT THERE IS A DIFFERENT ONE FOR EACH TYPE ENG. INITIALLY RESTART WAS TRIED AT FL280 WHICH IS ACTUALLY SLIGHTLY ABOVE THE RECOMMENDED MAX. DSCNT WAS MADE AND ENG RESTARTED.