Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Workload; Distraction; Time Pressure
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; General Physical Injury / Incapacitation; General Maintenance Action
Aircraft
Descending on approach; the CA (Captain) was pilot flying. All descent and approach checklists were completed; and we had just broken out of cloud bases at approximately 8000'. The First Officer had not done [this approach] before; so as we broke out we were orienting ourselves to prepare for the approach. I pointed out the field to my FO (First Officer) through my left side DV window when we suddenly both heard a dull thump. I looked forward and noticed that my forward facing windshield had completely shattered on the inner layer. Realizing that this is more critical than the outer layer failure; I immediately started reducing airspeed from approximately 220 knots and donned my smoke goggles. We notified ATC that we had experienced and inner windshield failure. The FO and I evaluated the situation and determined that he should fly this approach due to the restricted forward visibility. We positively exchanged controls with the autopilot engaged; and I asked the FO to request an ILS ZZ approach to instead of visual. At this point I felt it appropriate to pull out the QRH for a cracked windshield; since the FO had established positive control of the aircraft and slowed to approximately 180kts with flaps 18 deployed. I ran the QRH; which included turning off affected windshield heat and depressurizing the airplane down to field elevation; as instructed. The QRH was accomplished; so I loaded the ILS ZZ into the FMS and briefed the pilot flying. We commenced a stabilized approach to a normal landing. During taxi towards the gate; operations had advised us that there were no gates available. We pulled into the west [holding area] and sat for 30 minutes while they departed other flights. At this point; the windshield continued to crack; and small flakes and splinters/shards were falling out onto the captain and being blown onto his body by the air conditioning. I continued to wear my fogged up smoke goggles to prevent shards from being blown into my eyeballs. The number 1 pack was deselected in order to reduce some of the airflow in front of his face. After finally taxiing to the gate and deplaning; I was able to get out of my seat and shake out some of the glass. I had several tiny cuts in my fingers and was covered in small glass flakes embedded in my clothing. Neither the First Officer nor I could determine if we had struck a bird; since neither of us were looking out of that window; upon further examination at the gate we did notice a greasy smudge on the pane. I will be visiting a competent optometrist of my choosing at the end of this trip to determine if any particles of glass have embedded in my eyes.
ERJ-145 pilot reported a cockpit window inner pane failure; resulting in reduced visibility and possible injury due to glass splinters.