Narrative:

The first two legs of the trip were uneventful. While level at FL430; mach .80 in smooth air; the lh cockpit windshield shattered. It was an explosive shattering; sounding like someone had struck the cockpit with a baseball bat; but fortunately the windshield did not depart the aircraft; or begin leaking air that we could tell.we immediately went on 100 percent oxygen and secured our shoulder straps; and I then asked ATC for a descent to FL280; advising them we were experiencing some windscreen delamination and wanted to reduce our cabin pressure. We were given a descent and [the first officer] slowed the aircraft to mach .70 during the descent; then 270 knots IAS after leveling off. During the descent I switched the cabin pressurization system to manual and raised the cabin pressure to between 9;000 - 10;000 feet; establishing a cabin differential of approximately 4.5 psi.I called dispatch on the satphone to advise them of the issue and get divert instructions from maintenance. We stayed at FL280; 270 KIAS until given a descent on the arrival into [our divert airport]; and I monitored the electrical page on my side to watch for windshield arcing (we elected to leave the windshield heats on low); and continued to manually adjust the cabin pressure throughout the descent to maintain a minimal cabin differential.the landing was uneventful; the ship was written up and turned over to [the] maintenance department.

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Original NASA ASRS Text

Title: A G200 Captain reported they experienced left cockpit windshield delamination at FL430. The flight diverted to a suitable airport.

Narrative: The first two legs of the trip were uneventful. While level at FL430; Mach .80 in smooth air; the LH Cockpit Windshield shattered. It was an explosive shattering; sounding like someone had struck the cockpit with a baseball bat; but fortunately the windshield did not depart the aircraft; or begin leaking air that we could tell.We immediately went on 100 percent oxygen and secured our shoulder straps; and I then asked ATC for a descent to FL280; advising them we were experiencing some windscreen delamination and wanted to reduce our cabin pressure. We were given a descent and [the First Officer] slowed the aircraft to Mach .70 during the descent; then 270 knots IAS after leveling off. During the descent I switched the cabin pressurization system to manual and raised the cabin pressure to between 9;000 - 10;000 feet; establishing a cabin differential of approximately 4.5 psi.I called Dispatch on the satphone to advise them of the issue and get divert instructions from Maintenance. We stayed at FL280; 270 KIAS until given a descent on the arrival into [our divert airport]; and I monitored the electrical page on my side to watch for windshield arcing (we elected to leave the windshield heats on Low); and continued to manually adjust the cabin pressure throughout the descent to maintain a minimal cabin differential.The landing was uneventful; the ship was written up and turned over to [the] maintenance department.

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.