{"id":980865,"date":"2026-05-18T11:23:30","date_gmt":"2026-05-18T09:23:30","guid":{"rendered":"https:\/\/migflug.com\/jetflights\/the-pilot-half-sucked-out-of-his-cockpit-at-17300-feet-who-survived\/"},"modified":"2026-05-22T15:48:33","modified_gmt":"2026-05-22T13:48:33","slug":"the-pilot-half-sucked-out-of-his-cockpit-at-17300-feet-who-survived","status":"publish","type":"post","link":"https:\/\/migflug.com\/jetflights\/the-pilot-half-sucked-out-of-his-cockpit-at-17300-feet-who-survived\/","title":{"rendered":"The Pilot Half-Sucked Out of His Cockpit at 17,300 Feet \u2014 Who Survived"},"content":{"rendered":"<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\n<p>On the morning of 10 June 1990, British Airways Flight 5390 was climbing through 17,300 feet over the Cotswolds, on its way from Birmingham to M\u00e1laga. The aircraft was a BAC One-Eleven 528FL, the cabin crew were serving breakfast, and in the cockpit Captain Tim Lancaster had just unfastened his shoulder harness to make himself more comfortable. Co-pilot Alastair Atchison was monitoring instruments. The cabin pressure system had just stabilised. It was a routine Sunday morning charter departure.<\/p><p>At 0733 local time, the entire left-hand cockpit windscreen detached from the aircraft. The decompression pulled Tim Lancaster out of the cockpit, through the opening, and laid him backwards along the top of the fuselage with his shoulders against the front of the cabin roof and his legs trapped over the control column. He was still attached to the aircraft. He was, by the time anyone in the cockpit had registered what had happened, almost certainly unconscious. The airliner was now flying itself, autopilot off, with a half-decapitated cockpit and a man trapped face-down against the airframe at 320 knots.<\/p>\n\n<div style=\"background:#f5f5f5;border-radius:8px;padding:18px 22px;margin:20px 0 28px;border-left:4px solid #5C91FF\"><div style=\"font-weight:700;color:#333;margin-bottom:10px;font-size:15px;letter-spacing:0.3px\">QUICK FACTS<\/div><table style=\"border-collapse:collapse;width:100%;font-size:15px;line-height:1.5\"><tr><td style=\"padding:6px 12px 6px 0;color:#555;font-weight:600;white-space:nowrap;vertical-align:top\">Flight<\/td><td style=\"padding:6px 0\">British Airways Flight 5390<\/td><\/tr><tr><td style=\"padding:6px 12px 6px 0;color:#555;font-weight:600;white-space:nowrap;vertical-align:top\">Date<\/td><td style=\"padding:6px 0\">10 June 1990<\/td><\/tr><tr><td style=\"padding:6px 12px 6px 0;color:#555;font-weight:600;white-space:nowrap;vertical-align:top\">Aircraft<\/td><td style=\"padding:6px 0\">BAC One-Eleven 528FL, registration G-BJRT<\/td><\/tr><tr><td style=\"padding:6px 12px 6px 0;color:#555;font-weight:600;white-space:nowrap;vertical-align:top\">Route<\/td><td style=\"padding:6px 0\">Birmingham (BHX) \u2192 M\u00e1laga (AGP)<\/td><\/tr><tr><td style=\"padding:6px 12px 6px 0;color:#555;font-weight:600;white-space:nowrap;vertical-align:top\">Altitude at failure<\/td><td style=\"padding:6px 0\">\u2248 17,300 ft<\/td><\/tr><tr><td style=\"padding:6px 12px 6px 0;color:#555;font-weight:600;white-space:nowrap;vertical-align:top\">Cause<\/td><td style=\"padding:6px 0\">84 of 90 windscreen retaining bolts undersized by 0.026 inches; fitted by night-shift maintenance technician 27 hours earlier<\/td><\/tr><tr><td style=\"padding:6px 12px 6px 0;color:#555;font-weight:600;white-space:nowrap;vertical-align:top\">Diversion<\/td><td style=\"padding:6px 0\">Southampton Airport (SOU)<\/td><\/tr><tr><td style=\"padding:6px 12px 6px 0;color:#555;font-weight:600;white-space:nowrap;vertical-align:top\">Captain<\/td><td style=\"padding:6px 0\">Tim Lancaster \u2014 survived, returned to flying<\/td><\/tr><tr><td style=\"padding:6px 12px 6px 0;color:#555;font-weight:600;white-space:nowrap;vertical-align:top\">Passenger injuries<\/td><td style=\"padding:6px 0\">None<\/td><\/tr><\/table><\/div>\n\n<h2 style=\"padding-top:22px\">The half-second that broke the windscreen<\/h2><p>The British Aircraft Corporation One-Eleven was a 1960s narrow-body airliner of straightforward design. Its cockpit windscreens were retained from the outside, with the bolts installed under the windscreen frame, so that air pressure during flight would push the windscreen <em>against<\/em> the airframe rather than blow it out. This is the standard design philosophy for any pressurised cockpit. The retaining bolts had to be exactly the right size. If they were too small, the windscreen would lift off the frame.<\/p><p>Twenty-seven hours before Flight 5390 departed Birmingham, a night-shift Birmingham International Airport maintenance technician had replaced the left-hand cockpit windscreen during an overnight check. He had used a torque wrench to fit 90 retaining bolts. He had taken the bolts from the same parts bin as the maintenance technician who had fitted the windscreen the time before \u2014 and the time before that. The bolts in the bin were of the wrong specification. 84 of the 90 bolts he installed were 0.026 inches too small in diameter. They held the windscreen in place on the ground. They could not hold it against 4.8 pounds per square inch of cabin overpressure at 17,300 feet.<\/p>\n\n<h2 style=\"padding-top:22px\">What changed<\/h2><p>The Air Accidents Investigation Branch published its formal report in March 1992. Beyond the immediate cause \u2014 the wrong bolts \u2014 the AAIB identified institutional failures in night-shift maintenance procedures at British Airways line maintenance. The technician who had fitted the windscreen had been working alone, without a second pair of eyes, at the end of an extended shift. The parts bin he had selected the bolts from contained mixed specifications. The maintenance card he had been working from did not require cross-checking of bolt diameters against specification.<\/p><p>The recommendations of AAIB Report 1\/92 were adopted by every major UK airline within eighteen months. Two-person sign-off on safety-critical maintenance tasks became standard. Parts bins were segregated and labelled by part number. Maintenance cards now require explicit cross-checking of fastener specifications. The accident has since been studied as a case in human-factors engineering, in maintenance procedural design, and in cabin-crew emergency response. The captain who was pulled out of the windscreen wrote a brief account of the incident in his retirement. He titled it, simply, &#8220;Held.&#8221;<\/p><p><em>Sources: UK Air Accidents Investigation Branch Report 1\/92, Smithsonian Channel Air Disasters, AeroTime, Wikipedia.<\/em><\/p>","protected":false},"excerpt":{"rendered":"<p>In June 1990, a cockpit windscreen detached from a British Airways BAC One-Eleven over the Cotswolds, pulling Captain Tim Lancaster half-out into the slipstream. Cabin crew held him for 22 minutes. He lived.<\/p>\n","protected":false},"author":24,"featured_media":980867,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_et_pb_use_builder":"","_et_pb_old_content":"","_et_gb_content_width":"","editor_notices":[],"footnotes":""},"categories":[665,666],"tags":[],"class_list":["post-980865","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviation-world","category-history-and-legends"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.7 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>BA Flight 5390: The Captain Sucked Out at 17,000 Feet Who Lived<\/title>\n<meta name=\"description\" content=\"On 10 June 1990 a windscreen blew off BA Flight 5390, half-ejecting Captain Tim Lancaster into the slipstream. 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