Narrative:

Approximately 120 NM northeast of destination we began our ATC assigned descent from cruise at FL300 to FL240 and noticed a small crack forming in the captain's front windshield beginning from the bottom right corner; growing rapidly to the upper left corner (as viewed from inside). We continued the descent and as the pilot flying I was directed by the captain to remain pilot flying and take over communications [while] the captain referenced the QRH procedure for damaged/cracked windshield. The crack began to grow very quickly so I expedited the descent at flight idle; full spoilers; and we notified ATC. We were issued 10;000 ft so we obtained the local altimeter setting; slowed the aircraft as per the QRH and we decided to continue to destination. During the descent the crack began to spread and grow very fast; so we decided that we would need to proceed to the nearest suitable airport as per the QRH.level at 10;000 ft the windshield then made a loud popping sound and shattered completely; at this time the captain directed we don our oxygen masks so we did and established communication. At this time the captain declared an emergency with ATC; notified the flight attendants and I requested radar vectors to the nearest suitable airport. Level at 10;000 ft; we completed the QRH; the descent checklist; and received the weather (500 overcast ceiling; 6 SM visibility); ILS frequency; final approach course; field elevation; decision altitude and runway length. I then gave an abbreviated briefing for the ILS and we received a descent to 5;000 ft. As per the QRH I reduced airspeed below 205 KIAS below 8;000 ft to roughly 180 KIAS and selected flaps 8. We conducted a normal ILS approach and broke out at approximately 500 ft. After a normal landing we exited the runway and the captain set the brake and briefed the flight attendants and passengers over the PA. I conducted the after landing checklist and received taxi instructions from ATC and sent dispatch an ACARS message that we were on the ground. We were met by airport authority; the fire department; tsa; and the ground crew. We conducted the shutdown checklist; the post flight walk around; and kept the passengers on board while we coordinated with operations and the airport authority to get the passengers deplaned with their baggage. The captain contacted dispatch; maintenance control; and the chief pilot and coordinated with dispatch transportation for the passengers who did not arrange their own. The flight attendants were directed by crew scheduling to proceed with the passengers to destination on the bus and the captain and I were released into rest.we were asked by maintenance to ferry the aircraft and we both agreed it was unsafe to ferry the aircraft until a new windshield could be installed and the oxygen bottle serviced. I am not sure why this event occurred. The mechanics suggested a faulty heat controller. QRH procedures followed; declared an emergency; made decision as a crew we needed to divert to nearest suitable airport.

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Original NASA ASRS Text

Title: CRJ700 First Officer notes Captain's windshield beginning to crack during descent. ATC is informed and the descent is expedited to 10;000 FT. The crack continued to grow and eventually the windshield shattered at 10;000 FT. The crew elects to divert to the nearest suitable airport and declines a request from Maintenance to ferry the aircraft for repairs.

Narrative: Approximately 120 NM northeast of destination we began our ATC assigned descent from cruise at FL300 to FL240 and noticed a small crack forming in the Captain's front windshield beginning from the bottom right corner; growing rapidly to the upper left corner (as viewed from inside). We continued the descent and as the pilot flying I was directed by the Captain to remain pilot flying and take over communications [while] the Captain referenced the QRH procedure for damaged/cracked windshield. The crack began to grow very quickly so I expedited the descent at flight idle; full spoilers; and we notified ATC. We were issued 10;000 FT so we obtained the local altimeter setting; slowed the aircraft as per the QRH and we decided to continue to destination. During the descent the crack began to spread and grow very fast; so we decided that we would need to proceed to the nearest suitable airport as per the QRH.Level at 10;000 FT the windshield then made a loud popping sound and shattered completely; at this time the Captain directed we don our oxygen masks so we did and established communication. At this time the Captain declared an emergency with ATC; notified the flight attendants and I requested radar vectors to the nearest suitable airport. Level at 10;000 FT; we completed the QRH; the descent checklist; and received the weather (500 overcast ceiling; 6 SM visibility); ILS frequency; final approach course; field elevation; decision altitude and runway length. I then gave an abbreviated briefing for the ILS and we received a descent to 5;000 FT. As per the QRH I reduced airspeed below 205 KIAS below 8;000 FT to roughly 180 KIAS and selected flaps 8. We conducted a normal ILS approach and broke out at approximately 500 FT. After a normal landing we exited the runway and the Captain set the brake and briefed the flight attendants and passengers over the PA. I conducted the after landing checklist and received taxi instructions from ATC and sent Dispatch an ACARS message that we were on the ground. We were met by airport authority; the Fire Department; TSA; and the ground crew. We conducted the shutdown checklist; the post flight walk around; and kept the passengers on board while we coordinated with Operations and the airport authority to get the passengers deplaned with their baggage. The Captain contacted Dispatch; Maintenance Control; and the Chief Pilot and coordinated with Dispatch transportation for the passengers who did not arrange their own. The flight attendants were directed by Crew Scheduling to proceed with the passengers to destination on the bus and the Captain and I were released into rest.We were asked by Maintenance to ferry the aircraft and we both agreed it was unsafe to ferry the aircraft until a new windshield could be installed and the oxygen bottle serviced. I am not sure why this event occurred. The mechanics suggested a faulty heat controller. QRH procedures followed; declared an emergency; made decision as a crew we needed to divert to nearest suitable airport.

Data retrieved from NASA's ASRS site as of April 2012 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.