Dash 8 flight crew reported the First Officer's windshield shattered during cruise.After completing the required checklists the flight continued on to the destination.
Synopsis
Dash 8 flight crew reported the First Officer's windshield shattered during cruise.After completing the required checklists the flight continued on to the destination.
Narrative
While at cruise at FL240 from ZZZ to ZZZ1; the FO's (First Officer) side windshield shattered but stayed intact. We didn't see an impact object (ie. Bird). Cause unknown. Having read through the Cracked Windshield Checklist before on my own; I knew we would be slowing down and going down; so I started to reduce speed right away while calling for the Cracked Windshield Checklist. We followed that; which lead us through manual pressurization manipulations. During that process (and a simultaneous descent to the recommended 14;000 ft.; the cabin altitude climbed to just under 12;000 ft. (but the cabin differential dropped as desired). That; in turn brought the Cabin Pressure warning (over 10;000 ft. cabin altitude). The Cabin Pressure Checklist eventually leads to the Pressurization Fail Checklist. After successfully descending to 14;000 ft. and at speed 210 kts; all was stable and solid. We called Dispatch to inform about the window; the lower speed and the lower altitude. I gave them our fuel remaining and we discussed continuing on to ZZZ1 which is what we ultimately decided to do. I did not [request priority handling] due to the evidence and indications we had at that time. I also got latest weather in ZZZ1 from Dispatch to verify it was still an appropriate destination given the new circumstances. Then I worked out a plan with ATC; informed the FAs (Flight Attendants) and eventually informed the passengers of our delay due to slowing and why. I also tried to reach Maintenance; but was unsuccessful; so I asked Dispatch inform them. The remainder of the flight was uneventful. We considered both declaring an emergency and/or diverting and decided against both; choosing instead to keep things as normal as possible given the stable (cracked) window at both FL240 and 14;000 ft. The event occurred; as I recall; north of ZZZ2; but south of ZZZ3. The whole thing took up just about exactly the time we had from onset to approach into ZZZ1. Had we diverted to an earlier location; it would have added time compression and complexity so I'm thankful that we didn't; and that the windshield held. No additional comments.The manual pressurization process in the checklist is; and always has been a confusing and difficult task. I've had to do it multiple times over the years. In each case; it pretty much takes one of the two pilots out of the loop; in that they can't pay much attention to anything else. In our case; this time; following the instructions as written produced the desired cabin pressure differential REDUCTION; but also the side effect of a higher-than-desired cabin altitude. If the fleet weren't being retired; I'd recommend a review of that process to try to make it easier. But at this point; that recommendation is probably moot.
Second reporter narrative
The FO windshield shattered at FL250. The crew run the checklist and we descend to 14;000 feet and reduce airspeed to 210 knot as the checklist said. The crew requested to ATC to descend and slow down by giving the reason. The contact with Dispatch was made to get a decision for diverting or continue to destination. The Dispatch said that the fuel on board was enough to destination flying low and slow. As a crew we decided to continue; the windshield was shattered but with no other issue. The crew run all items of the checklist. Review the Manual mode pressurization.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.