Narrative:

On our climb through approximately FL280 we received a right windshield heat caution message. I made the decision to have my first officer run the simple QRH procedure and the QRH failed to correct the issue. After completion of the checklist; my first officer noticed a very large crack running across his windshield and mentioned the QRH for a cracked windshield. I had my first officer go ahead with that procedure and upon realizing that the procedure might affect pressurization; we stopped and read ahead. After gaining confidence in the procedure to be done; we proceeded with the procedure and may have done it a bit slow. We quickly received a cabin altitude warning message and aural alert. That being the case; we immediately donned our oxygen masks and established communication with one another. I then directed my first officer to read off the qrc for an expedited descent. We began our descent; and the first officer notified ATC of our situation and intentions before the checklist called for it; but jumped back into the qrc as directed. Reaching 10;000 feet; oxygen masks were removed and a PA was made that it was safe to remove oxygen masks. The first officer was directed to get weather for our diversion airport as I began setting up for the approach. On initial vectors I called the flight attendant to tell her we had 12 minutes until landing. As I sent for landing data; my first officer continued on to the QRH procedure that follows the qrc for expedited descent. He got a few steps in and I instructed him to stop the QRH as we were nearing final approach and were landing.at 500 feet we received a smoke toilet caution message; and the first officer called the flight attendant to ask for visible signs of smoke which there were none. I made a normal landing and fire/rescue personnel were waiting for me as I exited the runway. After clearing the active runway; I set the parking brake and instructed my flight attendant to walk to the lavatory to check for fire or smoke; as fire personnel did an external walk around of the aircraft. After the all clear from the fire personnel and my flight attendant; we taxied to the gate with the escort of the fire department. As we neared the gate; my flight attendant again called and said that it seemed a little smoky now; so I had her again go check the lavatory; as I was certain the smoke and haze was from the oxygen mask deployment. There was no fire or issue. When we were ready to open the main cabin door; the door would not open and the aircraft began to pressurize. We remembered then that the descent QRH had not been finished; and to alleviate the issue I hit the emergency depress switch. EMS was there and waiting; and they assisted a passenger who was bleeding from a possible sinus/ear issue. After communication with customer service; I deplaned the airplane normally and began communication with the company.

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Original NASA ASRS Text

Title: CRJ-200 flight crew reported a cracked windshield in flight. While performing the appropriate checklists; the oxygen masks deployed. A successful landing was accomplished at a diversion airport.

Narrative: On our climb through approximately FL280 we received a Right Windshield Heat Caution message. I made the decision to have my FO run the simple QRH procedure and the QRH failed to correct the issue. After completion of the checklist; my FO noticed a very large crack running across his windshield and mentioned the QRH for a cracked windshield. I had my FO go ahead with that procedure and upon realizing that the procedure might affect pressurization; we stopped and read ahead. After gaining confidence in the procedure to be done; we proceeded with the procedure and may have done it a bit slow. We quickly received a Cabin ALT warning message and aural alert. That being the case; we immediately donned our oxygen masks and established communication with one another. I then directed my FO to read off the QRC for an expedited descent. We began our descent; and the FO notified ATC of our situation and intentions before the checklist called for it; but jumped back into the QRC as directed. Reaching 10;000 feet; oxygen masks were removed and a PA was made that it was safe to remove oxygen masks. The FO was directed to get weather for our diversion airport as I began setting up for the approach. On initial vectors I called the FA to tell her we had 12 minutes until landing. As I sent for landing data; my FO continued on to the QRH procedure that follows the QRC for expedited descent. He got a few steps in and I instructed him to stop the QRH as we were nearing final approach and were landing.At 500 feet we received a SMOKE TOILET Caution message; and the FO called the FA to ask for visible signs of smoke which there were none. I made a normal landing and fire/rescue personnel were waiting for me as I exited the runway. After clearing the active runway; I set the parking brake and instructed my FA to walk to the lavatory to check for fire or smoke; as fire personnel did an external walk around of the aircraft. After the all clear from the fire personnel and my FA; we taxied to the gate with the escort of the fire department. As we neared the gate; my FA again called and said that it seemed a little smoky now; so I had her again go check the lavatory; as I was certain the smoke and haze was from the oxygen mask deployment. There was no fire or issue. When we were ready to open the main cabin door; the door would not open and the aircraft began to pressurize. We remembered then that the descent QRH had not been finished; and to alleviate the issue I hit the EMER DEPRESS switch. EMS was there and waiting; and they assisted a passenger who was bleeding from a possible sinus/ear issue. After communication with customer service; I deplaned the airplane normally and began communication with the company.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.