instructed them to adopt brace positions in anticipation of an emergency landing. The plane was not equipped with oxygen for everyone on board, so Atchison began a rapid emergency descent to reach an altitude with sufficient air pressure. He then re-engaged the autopilot and broadcast a distress call, but he was unable to hear the response from air traffic control because of wind noise; the difficulty in establishing two-way communication led to a delay in initiation of emergency procedures. Ogden, still holding on to Lancaster, was by now becoming exhausted, so purser John Heward and flight attendant Simon Rogers took over the task of holding on to the captain. By this time Lancaster had shifted several centimetres farther outside and his head was repeatedly striking the side of the fuselage. The crew believed him to be dead, but Atchison told the others to continue holding onto him, out of fear that letting go of him might cause him to strike the left wing, engine, or horizontal stabiliser, potentially damaging it. Eventually, Atchison was able to hear the clearance from air traffic control to make an emergency landing at Southampton Airport. The flight attendants managed to free Lancaster's ankles from the flight controls while still keeping hold of him. At 08:55 local time (07:55 UTC), the aircraft landed at Southampton and the passengers disembarked using boarding steps. Lancaster survived with frostbite, bruising, shock, and fractures to his right arm, left thumb, and right wrist. Ogden had cuts and bruises to his arm, and later suffered from PTSD. There were no other injuries. Investigation Police found the windscreen panel and many of the 90 bolts securing it near Cholsey, Oxfordshire. Investigators found that when the windscreen was installed 27 hours before the flight, 84 of the bolts used were too small in diameter (British Standards A211-8C vs A211-8D, which are #8–32 vs #10–32 by the Unified Thread Standard) and the remaining six were A211-7D, which is the correct diameter but too short (0.7 inch vs. 0.8 inch). The previous windscreen had also been fitted using incorrect bolts, which were replaced by the shift maintenance manager on a like-for-like basis without reference to maintenance documentation, as the plane was due to depart shortly. The undersized bolts were unable to withstand the air pressure difference between the cabin and the outside atmosphere during flight. (The windscreen was not of the "plug" type – fitted