Narrative:

Flight planned ZZZ to ZZZ2 for 4:41 flight time enroute; and carrying full fuel (estimated 5:59). While the aircraft was being fueled; I found that all airports in the departure area; except one; were reporting 100 ft ceilings; and low visibilities. I decided to cease fueling and delay the flight due to weather being below approach minimums at most nearby airports. ZZZ does not report weather. Also in reviewing weather I became concerned about my return flight to ZZZ planned for later that evening; and I reviewed and planned a suitable alternate for that leg.the weather slowly improved; I had fueling resumed and ended up departing an hour and a half later without revising my flight plan. Enroute I contacted flight watch for updated weather for arrival at ZZZ2. By this time it also became apparent that the headwind component was exceeding that forecast for this portion of the flight. Using the fuel totalizer in combination with the GPS; I determined that I would still be arriving with about 1:15 of fuel; but the fuel gages showed about 20 gallons more fuel than the fuel totalizer. I considered this an acceptable amount of fuel to continue.I received the automated weather for ZZZ2 which was reporting only a few scattered clouds with 10 miles visibility. I initially planned for a visual approach; but requested a GPS-a approach after being informed that the minimum vectoring altitude over the airport was 16;000 ft. I planned 2 turns in a holding pattern to descend to 10;000 prior to proceeding inbound on the approach. Upon reaching MDA I was still IMC. Upon reaching the missed approach point; I could see the far end of the runway but determined that I could not complete a circling visual due to low visibility at the north end of the airport. I then executed the published missed approach.upon recontacting center; I had already determined that a second approach attempt at ZZZ2 was unwise due to fuel remaining; and I asked if they had been having anyone successfully landing at ZZZ3; the nearest airport with an ILS approach. I was told yes; and requested vectors for that approach. I was vectored for the ILS runway 19 at ZZZ3 and advised center of 'minimum fuel' as I was approaching 45 minutes of fuel remaining.during the approach the controller kept announcing reducing visibility; 1 mile; 3/4; 1/2 mile. I reluctantly executed a missed approach not ever having the runway environment in site and visibility going below published minimums. I requested info on the nearest airport with suitable weather for landing. ZZZ4 was suggested. I requested immediate vectors there while assessing remaining fuel; considering a possible emergency return to ZZZ3 if ZZZ4 was out of range. I made the decision to continue to ZZZ4.at about this time I heard a loud noise and saw a rather bright flash. I looked up to see the windshield glowing for an instant and then shattering. I reported an emergency to center at this time; considering both the windshield condition and fuel remaining and reduced pressurization to mitigate further damage to the windshield. I landed without further incident.I was aware of snow being forecast to move into the area of my destination; but did not anticipate the rapid deterioration of visibility to below approach minimums within such a short time period while I was flying the approaches; particularly so at ZZZ2 where the weather was reporting good VFR conditions just minutes before starting the approach.

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Original NASA ASRS Text

Title: Following a significant departure delay after flight planning; a Cessna 421 pilot was faced with deteriorating weather; diminishing fuel reserves and a partially shattered windshield.

Narrative: Flight planned ZZZ to ZZZ2 for 4:41 flight time enroute; and carrying full fuel (estimated 5:59). While the aircraft was being fueled; I found that all airports in the departure area; except one; were reporting 100 FT ceilings; and low visibilities. I decided to cease fueling and delay the flight due to weather being below approach minimums at most nearby airports. ZZZ does not report weather. Also in reviewing weather I became concerned about my return flight to ZZZ planned for later that evening; and I reviewed and planned a suitable alternate for that leg.The weather slowly improved; I had fueling resumed and ended up departing an hour and a half later without revising my flight plan. Enroute I contacted Flight Watch for updated weather for arrival at ZZZ2. By this time it also became apparent that the headwind component was exceeding that forecast for this portion of the flight. Using the fuel totalizer in combination with the GPS; I determined that I would still be arriving with about 1:15 of fuel; but the fuel gages showed about 20 gallons more fuel than the fuel totalizer. I considered this an acceptable amount of fuel to continue.I received the automated weather for ZZZ2 which was reporting only a few scattered clouds with 10 miles visibility. I initially planned for a visual approach; but requested a GPS-A approach after being informed that the minimum vectoring altitude over the airport was 16;000 FT. I planned 2 turns in a holding pattern to descend to 10;000 prior to proceeding inbound on the approach. Upon reaching MDA I was still IMC. Upon reaching the missed approach point; I could see the far end of the runway but determined that I could not complete a circling visual due to low visibility at the north end of the airport. I then executed the published missed approach.Upon recontacting Center; I had already determined that a second approach attempt at ZZZ2 was unwise due to fuel remaining; and I asked if they had been having anyone successfully landing at ZZZ3; the nearest airport with an ILS approach. I was told yes; and requested vectors for that approach. I was vectored for the ILS Runway 19 at ZZZ3 and advised Center of 'minimum fuel' as I was approaching 45 minutes of fuel remaining.During the approach the controller kept announcing reducing visibility; 1 mile; 3/4; 1/2 mile. I reluctantly executed a missed approach not ever having the runway environment in site and visibility going below published minimums. I requested info on the nearest airport with suitable weather for landing. ZZZ4 was suggested. I requested immediate vectors there while assessing remaining fuel; considering a possible emergency return to ZZZ3 if ZZZ4 was out of range. I made the decision to continue to ZZZ4.At about this time I heard a loud noise and saw a rather bright flash. I looked up to see the windshield glowing for an instant and then shattering. I reported an emergency to Center at this time; considering both the windshield condition and fuel remaining and reduced pressurization to mitigate further damage to the windshield. I landed without further incident.I was aware of snow being forecast to move into the area of my destination; but did not anticipate the rapid deterioration of visibility to below approach minimums within such a short time period while I was flying the approaches; particularly so at ZZZ2 where the weather was reporting good VFR conditions just minutes before starting the approach.

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.