Flight Crew reported windshield delamination began to progress after takeoff. The Flight Crew elected to descend and perform an air turn back and precautionary landing at departure airport.
Synopsis
Flight Crew reported windshield delamination began to progress after takeoff. The Flight Crew elected to descend and perform an air turn back and precautionary landing at departure airport.
Narrative
After climbing through around 10;000 feet a rattling sound was heard and we believed it was coming from around the standby compass area. The sound got louder the higher we climb to the point of sounding like coins shaking in a can. Then around 16;000 feet a sound of something flapping against the top of the windshield was heard. A discussion between us as to where or what we thought the sound was coming from ensued. We asked ATC if we could level off at FL180 and slow to 250 knots. ZZZ Center asked if we need assistants which we stated no that we were running checklist and would get back to them. As we slowed the sound got quieter and the aircraft was maintaining pressurization.The Captain windshield had small signs of delamination when we got the aircraft in ZZZ on the previous leg. It now had moved further into the windshield and cracks were forming along the inside right edge. Pictures can be provided. This flight was an LCP (Line Check Pilot) IOE training flight. The LCP was the flying pilot and in the right seat. He called for the QRH Impaired or cracked windshield checklist. Which we complied with. After we decided to contact company via Commercial Radio and the Dispatcher got Maintenance on and they decided that we should return to ZZZ1. I asked if we need an amendment to the release and dispatch said no. We then asked ATC for a turn back to ZZZ1. We contacted the FA and told her what was wrong and that we would be returning to ZZZ1; and that no emergency was taking place that it was just precautionary return so that maintenance could look at aircraft. During the conversation the FA inter phone started acting up and we had a hard time hearing each other before hanging up from each other. I then made a cabin announcement with the same information.We were asked if we wanted to [request priority handling] which we again stated no not at this time.We then figured out our landing weight and fuel burn to not make an overweight landing. We then asked for holding at the IAF ZZZZZ on the ILS 16- and 10-mile legs. We completed multiple turns in the hold with the gear down and flaps 22 to increase fuel burn and then executed the visual to 16 backed up with the ILS. While in the hold we tried to contact dispatch via ACARS but ACARS froze up.To make sure that ZZZ1 Ops new that we were returning we asked the ATC to let them know.Once on the ground deplaned and contacted dispatch and Maintenance Control and completed write up of aircraft. Seal on First Officer (FO) windshield was coming out. While we were waiting for ground personnel to marshal us in ATC asked us to write down a number for Center that they had a few questions. After; contacting maintenance; and deplaning; Captain Name called them; and they wanted to make this an incident and forward it FSDO. I did not hear this conversation; but he stated to me he told them they would have to call the company for that kind of information.The contract maintenance that was working on the aircraft was very difficult to work with and talk to. When I asked any questions one of them; I was told he was a supervisor; didn't like to explain what they were doing to the aircraft and got very condensing. I was then very surprised to learn that one thought I was trying to tell him how to do his job. I should have written up both windshields the FO seal and Captain delamination as separate write ups.
Second reporter narrative
Aircraft X is return to field for fluttering noise coming from windshield upper center area. The noise became noticeable in flight as we were climbing above 12;000 feet. It got increasingly louder as we continued climbing. We elected to level at 18;000 feet and reduce speed to 250 knots to start troubleshooting the problem. Captain requested I continue as Pilot Flying (PF) and handle communications with ATC while she ran the QRH. I advised ATC we are going level at 18;000 feet and maintain 250 knots to work a maintenance issue for noise coming from the windshield area. We based what we observed the Captain's windshield appeared opaque and cracked between layers on the edges (from upper middle to the right corner and halfway down inner edge. The noise sounded like something flapping against the airframe around the middle upper area behind the compass. We assessed the situation and elected to perform a cracked/impaired windshield on the QRH. The pressurization was stable and holding based on EICAS indications. After completing the QRH; we contacted maintenance through dispatch on Commercial Radio. We explained abnormal condition with the aircraft. We answered a series of questions regarding the aircraft state. We were advised to return to ZZZ1 where we could have maintenance perform troubleshooting. The Captain we requested for an amendment for return to field. Dispatch responded the amendment will be sent via ACARS message and communication was terminated. I informed ATC we are going to return to ZZZ1 as a precautionary measure and did not wish to [ask for priority handling] status because aircraft state was stable and intact. I requested vectors back to the airport and descent to lower altitude to increase our fuel burn. We initially descended to 16;000 feet; then down to 13;000 and 10;000 feet respectively. In preparing for our return to ZZZ1; I would continue to fly so she could effectively manage the incident. The Captain then briefed the flight attendant via the [intercommunication phone] format giving the nature of the situation and our intentions to return to ZZZ1 airport. The Captain also advised the flight attendant that we weren't in a [priority handling] status however her thorough briefing gave us a contingency plans of action if needed. After we completed all of required briefings; calculations; and preparation for landing; the Captain attempted to contact dispatch via ACARS for the Return To Field amendment and to notify ZZZ1 operations. The ACARS had frozen up limiting our communication with Dispatch/operations Control. The flight attendant reported back and stated the cabin is ready for landing. There was another issue with the intercommunication phone not hanging up properly and advised the flight attendant we will complete a write up upon arrival.The Captain requested ATC to relay the message to ZZZ1 operations we were returning to the airport. We were almost 2;000 lbs above MSLW; therefore; we elected to burn off the excess fuel holding at ZZZZZ fix (initial approach fix) for ZZZ1 ILS XX. After checking in with ZZZ1 Approach; we explained our the reason for return and our overweight condition. The Captain requested to hold at ZZZZZ fix for approximately six cycle at 6;000 feet and will advise when we would be ready to resume the approach. We were holding at ZZZZZ (LG DOWN; FLP 22; Airspeed 180 knots). We landed at ZZZ1 and had to hold on the tarmac for less than 15 minutes for gate to be available. Upon arrival and shut down; the flight was met by the Gate Agent and the Station Supervisor. The Captain gave a thorough debriefing to passengers and gate personnel. regarding the incident. We elected for all passengers to deplane to the terminal to better accommodations and await updates pending contract maintenance arrival and troubleshooting. The post-flight walk around revealed some the sealant was missing and loose on the outer upper edge of the First Officer (FO) windshield. Sealant between Captain and FO windshield is raised. Captain windshield is shown delamination and cracking appears at upper inner edge. The Captain initiated the maintenance write up on the flight deck windshield; ACARS system; and the Inter-communication phone system. We received a series of calls from Operations Control; Duty Pilot; and Safety Representative to give debrief. Also; ZZZ1 ATC Ground Controller reached out to us and gave us a number and requested us to contact ZZZ ARTCC to give a debrief. I called the number and the personnel on the line was requesting information for completing a report. I respectfully replied to the person that detailed information would need to be received from Operations Control at management level. Despite their insistence; I referred them to contact Operations Control on the matter. We were asked several occasions by ZZZ1 stations the aircraft status and likelihood of the flight continue. Despite our personal wishes to continue the flight; the aircraft had not been repaired. We were awaiting further information from maintenance control. We remained in touch with our Dispatcher and Operations Control throughout the afternoon. After some extended time waiting; it was ultimately decided for the aircraft remain AOG for the night and the crew was released to the hotel for the evening. We resume our flying schedule the following day with another aircraft.I believe the crew responded to the abnormal incident appropriately and operated the flight safely in accordance with company policies; procedures; and FAA regulations.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.