Narrative:

We were in cruise at FL370 when we both heard a loud bang from the left-hand side of the cockpit. It was immediately evident that the captain's side-window had completely shattered. Both the captain and I immediately confirmed the aircraft was maintaining pressurization and the cabin altitude held steady. I asked the captain if he wanted me to [advise ATC] and he confirmed. I [advised] center and requested an immediate descent to a lower altitude after explaining we had a shattered windshield and needed an immediate descent. We were told to maintain present heading and given an immediate descent to 13000. We were less than 100 miles to ZZZ as the closest suitable airport; so we asked for a diversion there and the center controller began to work that clearance out for us. The captain called for the left windshield heat QRH. We completed that. He additionally called for the windshield damage QRH. We completed that. The controller then asked if we were able to turn right or left for traffic below us; we replied a turn in either direction was acceptable. He asked us to turn right. At this time we received a RA to stop the descent. We noted traffic on TCAS below us and to our right. We complied with the RA and stopped the descent; we visually maintained separation from the traffic who was to our right and diverging. We were then cleared direct to ZZZ. The captain three-chimed the fas and briefed them on the test items. The captain then made a PA to the passengers explaining the situation and briefing them on our diversion to ZZZ. We were handed off to approach and completed the approach/landing segment of the flight which was uneventful. We declined emergency services with approach prior to landing and proceeded to the gate without further incident. Upon closer inspection of the windshield at the gate; the entire left side windshield was completely shattered with deep webbing that made it almost impossible to see out of. The cause was unknown. No damage or delamination/arching was noted on the prior leg flying this aircraft in daylight conditions. All crew members responded professionally and appropriately. We immediately monitored the status of the cabin pressure to ensure no change in cabin altitude. We [advised ATC] and requested and were approved for a rapid descent. We followed company procedures in adhering to emergency procedures for the abnormal situation and running multiple qrhs related to the event. We communicated openly and thoroughly to the flight attendants and dispatch; in addition to ZZZ ops and exercised good CRM. The captain did an exceptional job displaying effective leadership that significantly contributed to great teamwork that led to a safe and uneventful outcome of the flight. We were scheduled for a minimum rest overnight after this event. Crew scheduling failed to notify any of the crew members that the aircraft's maintenance status wasn't ready for a return to service; and all crew members were awake for a xa:15 report time with an aircraft scheduled departure at xf:30. The report time kept getting pushed back; despite the xa:15 start of the flight duty period. After an emergency event; better care should be offered in terms of crew scheduling with appropriate crew communication to save exacerbating; fatiguing; and stressful events with poor planning and a complete lack of communication.

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Original NASA ASRS Text

Title: CRJ-900 flight crew reported a cockpit side window shattered at cruise altitude.

Narrative: We were in cruise at FL370 when we both heard a loud bang from the left-hand side of the cockpit. It was immediately evident that the Captain's side-window had completely shattered. Both the captain and I immediately confirmed the aircraft was maintaining pressurization and the cabin altitude held steady. I asked the captain if he wanted me to [advise ATC] and he confirmed. I [advised] Center and requested an immediate descent to a lower altitude after explaining we had a shattered windshield and needed an immediate descent. We were told to maintain present heading and given an immediate descent to 13000. We were less than 100 miles to ZZZ as the closest suitable airport; so we asked for a diversion there and the Center controller began to work that clearance out for us. The captain called for the left windshield heat QRH. We completed that. He additionally called for the windshield damage QRH. We completed that. The controller then asked if we were able to turn right or left for traffic below us; we replied a turn in either direction was acceptable. He asked us to turn right. At this time we received a RA to stop the descent. We noted traffic on TCAS below us and to our right. We complied with the RA and stopped the descent; we visually maintained separation from the traffic who was to our right and diverging. We were then cleared direct to ZZZ. The captain three-chimed the FAs and briefed them on the test items. The captain then made a PA to the passengers explaining the situation and briefing them on our diversion to ZZZ. We were handed off to approach and completed the approach/landing segment of the flight which was uneventful. We declined emergency services with approach prior to landing and proceeded to the gate without further incident. Upon closer inspection of the windshield at the gate; the entire left side windshield was completely shattered with deep webbing that made it almost impossible to see out of. The cause was unknown. No damage or delamination/arching was noted on the prior leg flying this aircraft in daylight conditions. All crew members responded professionally and appropriately. We immediately monitored the status of the cabin pressure to ensure no change in cabin altitude. We [advised ATC] and requested and were approved for a rapid descent. We followed company procedures in adhering to emergency procedures for the abnormal situation and running multiple QRHs related to the event. We communicated openly and thoroughly to the Flight Attendants and dispatch; in addition to ZZZ Ops and exercised good CRM. The Captain did an exceptional job displaying effective leadership that significantly contributed to great teamwork that led to a safe and uneventful outcome of the flight. We were scheduled for a minimum rest overnight after this event. Crew scheduling failed to notify any of the crew members that the aircraft's maintenance status wasn't ready for a return to service; and all crew members were awake for a XA:15 report time with an aircraft scheduled departure at XF:30. The report time kept getting pushed back; despite the XA:15 start of the flight duty period. After an emergency event; better care should be offered in terms of crew scheduling with appropriate crew communication to save exacerbating; fatiguing; and stressful events with poor planning and a complete lack of communication.

Data retrieved from NASA's ASRS site 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.