Narrative:

Shortly after leveling off at FL220, the r-hand side window cracked. The captain and I both looked first for signs of depressurization. None was noted. The captain asked for the checklist for cracked cockpit windows. We executed the required items. Our primary concern was to decrease the differential pressure to reduce stress on the window. The checklist calls for a maximum differential of 6 psi. This was accomplished quickly by climbing the cabin. I then asked ZLA for a descent to 14000 ft. They were able to comply after a delay of several mins. We explained we had a cracked window and requested direct vny which also was soon given. We continued descent into vny, which was VFR. The rest of the flight was completed normally. At vny, we consulted maintenance and the flight manual, and determined that a ferry flight to our base at ont (12 mins flying) could be safely and legally undertaken, which we proceeded to do with no further complications. I feel that, in this case, the crew and ATC did their jobs well and that the system, as a whole, worked very well. Supplemental information from acn 628649: during the climb passing FL210 to FL220 final level, we observed a crack on the copilot's side window. As the checklist said, we requested ATC descent to 10000 ft and also requested flight direct vny airport. ATC asked if we were in an emergency situation, and we stated 'we're not,' just requested descent and shortcut to our destination, because we had a crack in one of the windows.

Related reports:

Google
 

Original NASA ASRS Text

Title: G2B CREW HAD A CRACKED R2 FO WINDOW. THEY FERRIED THE ACFT WITHOUT AN FAA FERRY PERMIT.

Narrative: SHORTLY AFTER LEVELING OFF AT FL220, THE R-HAND SIDE WINDOW CRACKED. THE CAPT AND I BOTH LOOKED FIRST FOR SIGNS OF DEPRESSURIZATION. NONE WAS NOTED. THE CAPT ASKED FOR THE CHKLIST FOR CRACKED COCKPIT WINDOWS. WE EXECUTED THE REQUIRED ITEMS. OUR PRIMARY CONCERN WAS TO DECREASE THE DIFFERENTIAL PRESSURE TO REDUCE STRESS ON THE WINDOW. THE CHKLIST CALLS FOR A MAX DIFFERENTIAL OF 6 PSI. THIS WAS ACCOMPLISHED QUICKLY BY CLBING THE CABIN. I THEN ASKED ZLA FOR A DSCNT TO 14000 FT. THEY WERE ABLE TO COMPLY AFTER A DELAY OF SEVERAL MINS. WE EXPLAINED WE HAD A CRACKED WINDOW AND REQUESTED DIRECT VNY WHICH ALSO WAS SOON GIVEN. WE CONTINUED DSCNT INTO VNY, WHICH WAS VFR. THE REST OF THE FLT WAS COMPLETED NORMALLY. AT VNY, WE CONSULTED MAINT AND THE FLT MANUAL, AND DETERMINED THAT A FERRY FLT TO OUR BASE AT ONT (12 MINS FLYING) COULD BE SAFELY AND LEGALLY UNDERTAKEN, WHICH WE PROCEEDED TO DO WITH NO FURTHER COMPLICATIONS. I FEEL THAT, IN THIS CASE, THE CREW AND ATC DID THEIR JOBS WELL AND THAT THE SYS, AS A WHOLE, WORKED VERY WELL. SUPPLEMENTAL INFO FROM ACN 628649: DURING THE CLB PASSING FL210 TO FL220 FINAL LEVEL, WE OBSERVED A CRACK ON THE COPLT'S SIDE WINDOW. AS THE CHKLIST SAID, WE REQUESTED ATC DSCNT TO 10000 FT AND ALSO REQUESTED FLT DIRECT VNY ARPT. ATC ASKED IF WE WERE IN AN EMER SIT, AND WE STATED 'WE'RE NOT,' JUST REQUESTED DSCNT AND SHORTCUT TO OUR DEST, BECAUSE WE HAD A CRACK IN ONE OF THE WINDOWS.

Data retrieved from NASA's ASRS site as of July 2007 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.