B787 flight crew reported the right side forward cockpit window shattered in cruise and proceeded to divert. Direct communication with ATC was not working and the flight crew requested assistance from nearby aircraft for communications.
Synopsis
B787 flight crew reported the right side forward cockpit window shattered in cruise and proceeded to divert. Direct communication with ATC was not working and the flight crew requested assistance from nearby aircraft for communications.
Narrative
Aircraft X ZZZ - ZZZZ on Day 0 was an IOE for Captain A. Captain B was LCP (Line Check Pilot); I was relief Captain; and FO (First Officer) was relief FO. Crew change was [a few hours] into flight and myself and FO had just come on duty as we were approaching coast out point ZZZZZ from ZZZ Control at FL350. FO noticed a very faint arching in the lower right corner of the right forward window; followed by a loud bang and the right forward window shattering. I was pilot flying and FO did the checklist for EICAS message WINDOW HEAT R FWD; which led to checklist Window Damage FWD R. We determined that the best course of action was the divert to ZZZ1. We could not make contact with ZZZ [Center] on the last VHF frequency. I turned around; proceeded direct to ZZZ1; and descended to FL345. I turned on all the lights and FO [requested priority handling] on VHF and tried to contact ZZZ [Center] on the last assigned VHF frequency. I also tried to [request priority handling] on CPDLC but we were not logged on to ZZZ1 [Center] yet since we were still in ZZZ [Center] radar controlled airspace.I relayed to other aircraft; Aircraft Y and Aircraft Z; to pass on to ZZZ [Center] our position; FL345 direct to ZZZ1 and that we are [requesting priority handling]. They passed that on to ZZZ [Center] and gave 3 VHF frequencies to try. FO also contacted ZZZ on HF and passed on all our information to ZZZ [Center]. I made contact with ZZZ [Center] on VHF and was cleared FL330B350 direct ZZZ1 and confirmed [priority] aircraft. FO called Captain B and Captain A back to the cockpit from their break in pilot rest area. Since I was the most rested; Captain B had me act as pilot flying and he would act as pilot not flying. Captain A IOE was over on this leg. Captain B sat in the right seat and assumed pilot not flying duties; I stayed in the left seat as pilot flying and Captain A and FO assisted from the FO observation position. Captain B contacted Dispatch and Maintenance Control and confirmed divert to ZZZ1 was the best course of action. Dispatch gave us the fuel burn and we calculated to dump 37;000 lb. of fuel to reach max landing weight. We got clearance to descend to 10;000 ft. and to dump fuel from ATC. Captain B ran the Fuel Jettison Checklist and requested data for max landing weight. Captain A briefed the flight attendants and made a PA to the passengers. FO ran the QRG (Quick Reference Guide) Divert Checklist to make sure we covered all items. Based on the checklist due to window damage; we made a 280-kt. descent to 10;000 ft. and 250-kt. descent below 10;000 ft. in order to prevent further window damage or cabin depressurization. We briefed the approach and did the Descent Checklist. Weather was clear and ATC cleared us ILS XXR. Landing was uneventful and we cleared the runway and taxied to the gate.
Second reporter narrative
Shattered cockpit window. Aircraft X; ZZZ - ZZZZ; Day 0.I was operating as an LCP (Line Check Pilot); with a transition Captain on his first leg of OE. About 5 minutes after leaving the cockpit for our rest break; I received a call from relief crew that the right side forward cockpit window had shattered. I returned to the cockpit as soon as possible. The relief crew had followed the checklist for window heat; and broken cockpit window. The relief Captain determined the nearest suitable airport to be ZZZ1. [Priority handling was requested]; they descended 500 ft.; made appropriate radio calls on VHF; and began the divert to ZZZ1. VHF communication with ATC was initially unreliable; but the crew was able to relay information through other nearby aircraft. After returning to the cockpit; as LCP and pilot in command; I determined the safest course of action was to keep the Relief Captain in the left seat as pilot flying; and I replaced the Relief FO (First Officer) and became the pilot monitoring from right seat for the approach and landing. We descended as the checklist directed; notified Dispatch; and then confirmed [priority handling] with ZZZ ATC after VHF communication was reestablished. We jettisoned fuel to arrive ZZZ1 below max landing weight. Using the OE student; who now was in the center jumpseat; and the relief FO; we notified the Flight Attendant and the cabin of the situation. The Diversion QRG (Quick Reference Guide) was also consulted to confirm all necessary tasks were accomplished. The pilot flying performed a normal approach to ILS XXR at ZZZ1; and landed normally. We taxied to the gate; consulted Maintenance; and debriefed the Chief Pilot.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.