Narrative:

Left captain's window (direct view windshield) crack. Normal climb out; ATC request (300 knots and 2000 FPM). Reducing to 280 knots after FL290. Passing FL300 for FL360 we heard a loud bang/pop. [The] outer pane of the captain's left side direct view front windshield shattered into many fragments; but shards remained intact within laminate. I leveled off and returned to FL300; advised ATC; transferred controls; donned my O2 mask; and established comm. We still had 5 hours of flight to destination into known icing conditions. Our final cruise altitude was FL380. I had misgivings about the ability of the window to maintain pressure. I also was worried that delaminated pieces may be ingested into the left engine. Passenger comfort and anxiety was a concern. We advised ATC we would like to divert to [an alternate]. We requested lower. While in descent we executed the QRH. We also did all normal descent and in range checks. We advised the passengers of the abnormality. Reassured everything was under control and the cabin pressure was still normal. We advised for safety we were diverting. I chose [the alternate] due to its proximity; familiarity; services; and length of runway required due to excess fuel in amount of 17000 lbs. An overweight landing would be required. We received vectors; [and] I configured early to create some drag to burn fuel. Passengers and flight attendants were briefed again for normal landing. Landed uneventfully.

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Original NASA ASRS Text

Title: CL65 Captain reported diverting to an alternate after the outer pane of his direct view windshield shattered.

Narrative: Left Captain's window (direct view windshield) crack. Normal climb out; ATC request (300 knots and 2000 FPM). Reducing to 280 knots after FL290. Passing FL300 for FL360 we heard a loud BANG/POP. [The] outer pane of the Captain's left side direct view front windshield shattered into many fragments; but shards remained intact within laminate. I leveled off and returned to FL300; advised ATC; transferred controls; donned my O2 mask; and established comm. We still had 5 hours of flight to destination into known icing conditions. Our final cruise altitude was FL380. I had misgivings about the ability of the window to maintain pressure. I also was worried that delaminated pieces may be ingested into the left engine. Passenger comfort and anxiety was a concern. We advised ATC we would like to divert to [an alternate]. We requested lower. While in descent we executed the QRH. We also did all normal descent and in range checks. We advised the passengers of the abnormality. Reassured everything was under control and the cabin pressure was still normal. We advised for safety we were diverting. I chose [the alternate] due to its proximity; familiarity; services; and length of runway required due to excess fuel in amount of 17000 lbs. An overweight landing would be required. We received vectors; [and] I configured early to create some drag to burn fuel. Passengers and flight attendants were briefed again for normal landing. Landed uneventfully.

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.