Global Express (BD700)
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 100; Flight Crew Total 4200; Flight Crew Type 800
Troubleshooting; Situational Awareness
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Aircraft; Human Factors
While in cruise flight at FL410; approximately 3 hours into a passenger flight; the outer layer of the pilot side windscreen shattered. I was PIC (Pilot in Command); and pilot monitoring; from the right seat. I requested immediate descent and got my O2 mask on. The Pilot Flying began the emergency descent procedure of turning the aircraft to maintain positive G-forces and initiated the descent; and then got his mask on. We initiated the descent prior to receiving the ATC clearance; and maintained a watch on our TCAS to avoid any conflicts. Once in the descent ATC initially cleared us to FL250 (I think; there was a lot going on) and gave us a heading of 080 degrees. We missed the heading assignment initially; but got it and flew it after another assignment to 090 from ATC. They then cleared us down to 10;000'.Once there at a safe altitude we were able to assess the aircraft and decide where to go. Continuing to our destination was not a consideration; even though we had the fuel to get there. Although the structural integrity of the airplane seemed to be okay and we never lost pressurization; something had already gone wrong with that window; and something could still go wrong. We made the decision to go to [a nearby alternate]. At this point; it was about 100 nautical miles from our location. We made this decision for a couple reasons:1. They are a large commercial airport; with good crash fire rescue capabilities; should things get worse.2. Landing [there] would allow us access to airline flights for repair crews to get there easily as well as let our passengers continue to their destination with limited impact to their schedule.After that decision was made; we discussed who should land. Normally in our corporate operation; the pilot flying is always in the left seat; regardless of who the PIC is. Landing from the right seat is not a standard procedure for most corporate operators. However; the pilot flying couldn't see out his windscreen; so we decided I would land; and we did without incident. After we cleared the runway; we spoke to the incident commander over the radio and gave the all clear and taxied to the ramp.Overall; I feel we handled this situation well. ATC was very accommodating and helpful. They gave us what we needed in a timely manner; but didn't hassle us with too many questions while we were working the problem. They got us to the airport of our choosing; without delay. They were great from Center all the way to Ground Control. It might have been prudent to [request priority handling]; since we started our descent without clearance; and were performing an emergency descent. Once at a safe altitude; where a rapid decompression would not have resulted in incapacitation of both pilots; we could have canceled the emergency. Another option would have been to use the 'Emergency Descent Mode' installed in the aircraft; as it would have done the maneuver automatically. Also; we should have put our masks on first thing; then proceeded with our other actions.
Global 6000 Captain reported diverting to an alternate airport after the pilot side windshield shattered.