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A SF340B first officer outer non-structural window pane cracked at FL200. The flight continued to the planned destination.
| Attributes | |
| ACN | 988330 |
| Time | |
| Date | 201201 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZZZ.ARTCC |
| State Reference | US |
| Environment | |
| Flight Conditions | IMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | SF 340B |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Climb |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Cockpit Window |
| Person 1 | |
| Function | Captain Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe |
Narrative:
At level-off FL200 we heard a loud sound from the front windshield. The right-hand (first officer side) windshield cracked. We notified ATC of the issue and requested a descent to 10;000 ft MSL and notified ATC that we would need to fly at approximately 170 KIAS the rest of the way to our destination. We contacting dispatch through a nearby station's operations office to determine if the aircraft was structurally sound to make it to our filed destination. We determined that our filed destination was the most suitable airport because the inside window did not have any cracks; we did not have any pressurization issues; and weather was passing through most of the southwest was IFR with low ceilings and poor to nil visibility and we did not want to risk further strain on the windshield; from pressurization in the case of a missed approach. ATC was able to give us direct; to save time and distance with deviations around cells when required by us. The captain flew the approach and landing; (due to the defect) and we were able to shoot a normal ILS and landing without incident.
Original NASA ASRS Text
Title: A SF340B First Officer outer non-structural window pane cracked at FL200. The flight continued to the planned destination.
Narrative: At level-off FL200 we heard a loud sound from the front windshield. The right-hand (First Officer Side) windshield cracked. We notified ATC of the issue and requested a descent to 10;000 FT MSL and notified ATC that we would need to fly at approximately 170 KIAS the rest of the way to our destination. We contacting Dispatch through a nearby station's operations office to determine if the aircraft was structurally sound to make it to our filed destination. We determined that our filed destination was the most suitable airport because the inside window did not have any cracks; we did not have any pressurization issues; and weather was passing through most of the southwest was IFR with low ceilings and poor to nil visibility and we did not want to risk further strain on the windshield; from pressurization in the case of a missed approach. ATC was able to give us direct; to save time and distance with deviations around cells when required by us. The Captain flew the approach and landing; (due to the defect) and we were able to shoot a normal ILS and landing without incident.
Data retrieved from NASA's ASRS site as of July 2013 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.