Narrative:

Descending on approach; the ca (captain) was pilot flying. All descent and approach checklists were completed; and we had just broken out of cloud bases at approximately 8000'. The first officer had not done [this approach] before; so as we broke out we were orienting ourselves to prepare for the approach. I pointed out the field to my first officer (first officer) through my left side dv window when we suddenly both heard a dull thump. I looked forward and noticed that my forward facing windshield had completely shattered on the inner layer. Realizing that this is more critical than the outer layer failure; I immediately started reducing airspeed from approximately 220 knots and donned my smoke goggles. We notified ATC that we had experienced and inner windshield failure. The first officer and I evaluated the situation and determined that he should fly this approach due to the restricted forward visibility. We positively exchanged controls with the autopilot engaged; and I asked the first officer to request an ILS zz approach to instead of visual. At this point I felt it appropriate to pull out the QRH for a cracked windshield; since the first officer had established positive control of the aircraft and slowed to approximately 180kts with flaps 18 deployed. I ran the QRH; which included turning off affected windshield heat and depressurizing the airplane down to field elevation; as instructed. The QRH was accomplished; so I loaded the ILS zz into the FMS and briefed the pilot flying. We commenced a stabilized approach to a normal landing. During taxi towards the gate; operations had advised us that there were no gates available. We pulled into the west [holding area] and sat for 30 minutes while they departed other flights. At this point; the windshield continued to crack; and small flakes and splinters/shards were falling out onto the captain and being blown onto his body by the air conditioning. I continued to wear my fogged up smoke goggles to prevent shards from being blown into my eyeballs. The number 1 pack was deselected in order to reduce some of the airflow in front of his face. After finally taxiing to the gate and deplaning; I was able to get out of my seat and shake out some of the glass. I had several tiny cuts in my fingers and was covered in small glass flakes embedded in my clothing. Neither the first officer nor I could determine if we had struck a bird; since neither of us were looking out of that window; upon further examination at the gate we did notice a greasy smudge on the pane. I will be visiting a competent optometrist of my choosing at the end of this trip to determine if any particles of glass have embedded in my eyes.

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Original NASA ASRS Text

Title: ERJ-145 pilot reported a cockpit window inner pane failure; resulting in reduced visibility and possible injury due to glass splinters.

Narrative: Descending on approach; the CA (Captain) was pilot flying. All descent and approach checklists were completed; and we had just broken out of cloud bases at approximately 8000'. The First Officer had not done [this approach] before; so as we broke out we were orienting ourselves to prepare for the approach. I pointed out the field to my FO (First Officer) through my left side DV window when we suddenly both heard a dull thump. I looked forward and noticed that my forward facing windshield had completely shattered on the inner layer. Realizing that this is more critical than the outer layer failure; I immediately started reducing airspeed from approximately 220 knots and donned my smoke goggles. We notified ATC that we had experienced and inner windshield failure. The FO and I evaluated the situation and determined that he should fly this approach due to the restricted forward visibility. We positively exchanged controls with the autopilot engaged; and I asked the FO to request an ILS ZZ approach to instead of visual. At this point I felt it appropriate to pull out the QRH for a cracked windshield; since the FO had established positive control of the aircraft and slowed to approximately 180kts with flaps 18 deployed. I ran the QRH; which included turning off affected windshield heat and depressurizing the airplane down to field elevation; as instructed. The QRH was accomplished; so I loaded the ILS ZZ into the FMS and briefed the pilot flying. We commenced a stabilized approach to a normal landing. During taxi towards the gate; operations had advised us that there were no gates available. We pulled into the west [holding area] and sat for 30 minutes while they departed other flights. At this point; the windshield continued to crack; and small flakes and splinters/shards were falling out onto the captain and being blown onto his body by the air conditioning. I continued to wear my fogged up smoke goggles to prevent shards from being blown into my eyeballs. The number 1 pack was deselected in order to reduce some of the airflow in front of his face. After finally taxiing to the gate and deplaning; I was able to get out of my seat and shake out some of the glass. I had several tiny cuts in my fingers and was covered in small glass flakes embedded in my clothing. Neither the First Officer nor I could determine if we had struck a bird; since neither of us were looking out of that window; upon further examination at the gate we did notice a greasy smudge on the pane. I will be visiting a competent optometrist of my choosing at the end of this trip to determine if any particles of glass have embedded in my eyes.

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.