EMB-505 flight crew reported right windshield shattered during climb. Flight crew returned to departure airport and landed.
Synopsis
EMB-505 flight crew reported right windshield shattered during climb. Flight crew returned to departure airport and landed.
Narrative
Passing through FL290 the right front cockpit window shattered. We requested an immediate descent to 10;000 feet. Because of our location relative to mountainous terrain the lowest they could allow us to go was 16;000 feet initially. We advised ATC and elected to return to ZZZ. I got out the QRH but since the right seat pilot wouldn't be able to see to land we transferred controls and he ran the checklist. Essentially; it instructs the crew to slow the aircraft; descend; and depressurize the aircraft to reduce PSID (preset pressure differential) on the window. We completed the procedure as we returned to ZZZ; and set up to fly the visual back to XXL using the RNAV back us up.A few lessons learned from this experience: We brief the emergency procedures and plans for a departure; and it's useful to have those in mind even 15 or 20 minutes after takeoff. Being able to return to an airport with a familiar visual approach procedure (This was our fourth landing in ZZZ this week) was very helpful. The tailored RNAV visual made it very simple to be organized; stable; and make sure both pilots knew exactly where we intended to be as we flew back into ZZZ; even though the right seat pilot couldn't see through the front window. Leveraging known procedures and technology to reduce workload is key. Finally; the startle effect from the loud bang and realization that the window has shattered does cause some momentary confusion; and we even talked about that during the event. Years ago we trained the Miracle on the Hudson" scenario in the simulator; and part of the training scenario was to sit and wait while seconds ticked off on the clock after the impact. While I think it only took us a few seconds to process what was happening and how we should react; I think an awareness of the "startle" being real and normal as a pilot helped me start managing the event sooner. Hopefully we will continue to have these out of the box scenarios in the simulator in the future."
Second reporter narrative
While climbing through 29;000ft I heard a loud pop and realized my (right side) cockpit window was shattered. After analyzing the situation I turned off the auto pilot and manually leveled the airplane to stop our climb. A quick check of the pressurization panel showed us that the airplane was holding pressure; however; we both agreed that we needed an immediate descent. ATC was able to give us a descent to 16;000 feet due to terrain. After initiating our descent we turned the autopilot back on and agreed that it would be best for the Captain to take controls since my visibility was severely limited. After transferring controls I took out the QRH and ran the IMPAIRED OR CRACKED WINDSHIELD procedure. We both agreed we should get on the ground as quickly as possible; so we advised ATC and elected to return to ZZZ since we had flown in and out of there 3 times in the previous 3 days. We returned to the field and landed without further incident. In training much of the focus is on major emergency like an engine failure at V1. While it is very important to train for these very rare; serious events; training for a wide variety of more common abnormal procedures is very beneficial. During this event I felt my training kick in. We had an abnormal happen; we analyzed the situation; kept the airplane under control; ran the appropriate checklists; made the decision to advise ATC; return to the departure field; and landed without incident. I strongly believe that emphasizing more common abnormals in the simulator is a very important part of our training and should continue to be included during all training events.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.