Narrative:

On filed flight plan at FL410. At cruise altitude for approximately 1 hour when the left windshield fault light illuminated. I reached behind me to retrieve the pocket checklist to look up the fault and execute any necessary procedures for the fault light. When I looked back up approximately 10 seconds later I noticed a crack in the windshield just above the glare shield (approximately 1 foot above bottom on the windshield extending from left side of windshield inward). As I commented to the first officer about the crack there was a large bang (sounded like a gun shot) and the entire left windshield honeycombed. The first officer immediately donned his oxygen mask while I declared an emergency and ask for an immediate descent because of the shattered windshield. Center approved the immediate descent (initially to FL240 I believe) and ask what our intentions were. I said I needed to land as soon as possible and needed to figure out where. Center immediately came back and said ZZZ was off our nose; was VFR and ask if that was acceptable. I concurred and center continued our descent until they finally passed us off to approach control. During the descent the first officer listened to ATIS and prepared the cockpit for landing. I extended the speed brake to increase the rate of descent as much as possible and kept the airspeed below 250 KTS to minimize wind pressure. As we descended below 18000 ft I continued to slow to 200 KTS to minimize wind pressure as much as possible. At approximately 10000 ft I was able to see the divert airport and we entered a left downwind and made an uneventful landing. What we did right: 1. First officer immediately donned his mask. Since we had no indications of any depressurization in the aircraft I chose to make the emergency call and start the descent first. 2. Good separation of duties during descent and landing. As briefed pilot flying flew; pilot not flying coordinated and set up cockpit for landing. At no time did I feel overwhelmed or that the plan was not flowing smoothly. 3. Center and approach were superb as always. Center gave me the immediate descent and was able to give me a recommended airport; which saved a great deal of time. The descent was unrestricted and the handoff smooth. Approach gave us clearance without restriction going in and tower was able to clear us to land without delay. What I need to think about: 1. First officer and I discussed events after landing. Sitting in front of a honeycombed windshield in a rapid descent is a bit disconcerting. We both thought it may be an option to vacate the seat and work the FMS and radios for the pilot in the seat with the good windshield while kneeling between the seats. 2. There are no procedures in the manual for a shattered windshield. After discussion with our maintenance department and cessna it was discovered that the procedure that is found in the citation X and citation 7 manuals is being adopted for 560XL/xls. Procedure says you can continue flight to destination. I do not know what caveats are in the procedure and look forward to reading them because both the first officer and I find it hard to believe we could have continued our flight to our destination with the windshield in the shape it was in. Cessna has apparently proven that as long as the inner shield stays intact (and ours did) that it can (and did in our case) withstand flight pressures. In 33 years of flying both military and civilian aircraft one thing is always brought home in events such as these. A well trained crew working with incredibly well trained ATC personnel provides the best chance for a successful outcome. And even more importantly; inside the cockpit be clear on duties assigned and then stick to your duties and don't lose focus trying to do everyone's job.

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Original NASA ASRS Text

Title: A CE560XL Captain reported his cockpit windshield shattered in cruise flight at FL410. The flight crew declared an emergency and diverted to the nearest suitable airport.

Narrative: On filed flight plan at FL410. At cruise altitude for approximately 1 hour when the left Windshield Fault light illuminated. I reached behind me to retrieve the pocket checklist to look up the fault and execute any necessary procedures for the fault light. When I looked back up approximately 10 seconds later I noticed a crack in the windshield just above the glare shield (approximately 1 foot above bottom on the windshield extending from left side of windshield inward). As I commented to the First Officer about the crack there was a large bang (sounded like a gun shot) and the entire left windshield honeycombed. The First Officer immediately donned his oxygen mask while I declared an emergency and ask for an immediate descent because of the shattered windshield. Center approved the immediate descent (initially to FL240 I believe) and ask what our intentions were. I said I needed to land as soon as possible and needed to figure out where. Center immediately came back and said ZZZ was off our nose; was VFR and ask if that was acceptable. I concurred and Center continued our descent until they finally passed us off to Approach Control. During the descent the First Officer listened to ATIS and prepared the cockpit for landing. I extended the speed brake to increase the rate of descent as much as possible and kept the airspeed below 250 KTS to minimize wind pressure. As we descended below 18000 FT I continued to slow to 200 KTS to minimize wind pressure as much as possible. At approximately 10000 FT I was able to see the divert airport and we entered a left downwind and made an uneventful landing. What we did right: 1. First Officer immediately donned his mask. Since we had no indications of any depressurization in the aircraft I chose to make the emergency call and start the descent first. 2. Good separation of duties during descent and landing. As briefed pilot flying flew; pilot not flying coordinated and set up cockpit for landing. At no time did I feel overwhelmed or that the plan was not flowing smoothly. 3. Center and Approach were superb as always. Center gave me the immediate descent and was able to give me a recommended airport; which saved a great deal of time. The descent was unrestricted and the handoff smooth. Approach gave us clearance without restriction going in and Tower was able to clear us to land without delay. What I need to think about: 1. First Officer and I discussed events after landing. Sitting in front of a honeycombed windshield in a rapid descent is a bit disconcerting. We both thought it may be an option to vacate the seat and work the FMS and radios for the pilot in the seat with the good windshield while kneeling between the seats. 2. There are no procedures in the manual for a shattered windshield. After discussion with our maintenance department and Cessna it was discovered that the procedure that is found in the Citation X and Citation 7 manuals is being adopted for 560XL/XLS. Procedure says you can continue flight to destination. I do not know what caveats are in the procedure and look forward to reading them because both the First Officer and I find it hard to believe we could have continued our flight to our destination with the windshield in the shape it was in. Cessna has apparently proven that as long as the inner shield stays intact (and ours did) that it can (and did in our case) withstand flight pressures. In 33 years of flying both military and civilian aircraft one thing is always brought home in events such as these. A well trained crew working with incredibly well trained ATC personnel provides the best chance for a successful outcome. And even more importantly; inside the cockpit be clear on duties assigned and then stick to your duties and don't lose focus trying to do everyone's job.

Data retrieved from NASA's ASRS site as of April 2012 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.