Narrative:

In cruise at FL360 we heard a loud bang and noted that the right windshield had shattered. Per the QRH we raised the cabin altitude and began a descent to FL280 in order to reach a cabin deferential of 6.2 psi or less. The QRH also stated that with a core ply layer shattered (which is what we believed we had) to reduce speed to 205 knots. An ACARS message was sent to both maintenance and our dispatcher. With the QRH guidance in mind we felt the best course of action was to divert. An ACARS message was sent to our dispatcher suggesting ZZZ; which looking at our mfd was the closest and best option. Our dispatcher agreed and we advised ATC that we were diverting. At about 5;000 feet on our approach we received an ACARS message from maintenance asking which layer was shattered. All we could offer was that we could not feel it on the inside. At about 2;000 - 3;000 feet we received an ACARS from our dispatcher that maintenance said continue to destination. We advised that we were on the approach to ZZZ and committed to landing. Dispatcher agreed and we landed. Landing was made overweight at 68;500 pounds. Utilizing my emergency authority (although no formal emergency declared with ATC) per the fom. Write ups for both the windshield and overweight landing were enter into the afdl. Given the QRH guidance for airspeed and lower differential we would not have felt comfortable continuing to destination as suggested by maintenance. One threat was the unknown state of the right windshield and determining exactly which layer was indeed shattered. An additional threat was that it took us a few minutes to locate the QRH procedure as it was not associated with any EICAS messages. Also; we did not receive a prompt reply from maintenance although I would not have felt comfortable continuing given the QRH restrictions. ACARS itself can also be a threat in that it takes a bit of time to have a conversation with dispatch/maintenance. We did try to call on the radio as well; but were unsuccessful. The only other thing I will address has to do with ACARS. When we receive messages from dispatch/maintenance; we have a [way to acknowledge] so that they know we have received their message. It would be nice if we had some way of at least knowing that someone has read our message to them. I know they are busy and in many cases looking at multiple sources of information before they respond; but just a simple [acknowledgment] would at least let us know it has been read and they are working on it. Also; the repetitive 'SELCAL' audio calls can be distracting while trying to manage ATC; the QRH; and preparing for an unplanned alternate.

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Original NASA ASRS Text

Title: CRJ-700 Captain experiences a shattered right windshield at FL360. The aircraft is descended and the cabin differential is reduced to 6.2 PSI per QRH. The aircraft is slowed to 205 knots and the crew elects to divert to the nearest suitable airport.

Narrative: In cruise at FL360 we heard a loud bang and noted that the right windshield had shattered. Per the QRH we raised the cabin altitude and began a descent to FL280 in order to reach a cabin deferential of 6.2 PSI or less. The QRH also stated that with a core ply layer shattered (which is what we believed we had) to reduce speed to 205 knots. An ACARS message was sent to both Maintenance and our Dispatcher. With the QRH guidance in mind we felt the best course of action was to divert. An ACARS message was sent to our Dispatcher suggesting ZZZ; which looking at our MFD was the closest and best option. Our Dispatcher agreed and we advised ATC that we were diverting. At about 5;000 feet on our approach we received an ACARS message from Maintenance asking which layer was shattered. All we could offer was that we could not feel it on the inside. At about 2;000 - 3;000 feet we received an ACARS from our Dispatcher that Maintenance said continue to destination. We advised that we were on the approach to ZZZ and committed to landing. Dispatcher agreed and we landed. Landing was made overweight at 68;500 LBS. utilizing my emergency authority (although no formal emergency declared with ATC) per the FOM. Write ups for both the windshield and overweight landing were enter into the AFDL. Given the QRH guidance for airspeed and lower differential we would not have felt comfortable continuing to destination as suggested by Maintenance. One threat was the unknown state of the right windshield and determining exactly which layer was indeed shattered. An additional threat was that it took us a few minutes to locate the QRH procedure as it was not associated with any EICAS messages. Also; we did not receive a prompt reply from Maintenance although I would not have felt comfortable continuing given the QRH restrictions. ACARS itself can also be a threat in that it takes a bit of time to have a conversation with Dispatch/Maintenance. We did try to call on the radio as well; but were unsuccessful. The only other thing I will address has to do with ACARS. When we receive messages from Dispatch/Maintenance; we have a [way to acknowledge] so that they know we have received their message. It would be nice if we had some way of at least knowing that someone has read our message to them. I know they are busy and in many cases looking at multiple sources of information before they respond; but just a simple [acknowledgment] would at least let us know it has been read and they are working on it. Also; the repetitive 'SELCAL' audio calls can be distracting while trying to manage ATC; the QRH; and preparing for an unplanned alternate.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.