Narrative:

Inbound to dal the aircraft had reached FL450. Approximately 35 minutes into the flight; we experienced a failure of the left front windshield outer pane. The windshield was completely covered in cracks and the heating system was lost. We advised center of the issue and requested descent which was complied with. Our original clearance was to the stnli intersection for the JFRYE2 RNAV arrival. At some point; ATC recleared us via the NANDR2; direct gregs comply with the speeds and altitudes at gregs. At gregs intersection the RNAV descent was initiated and the next crossing restriction was between 6;000 and 8;000 feet at guuch followed by 6;000 feet at nandr and 5;000 feet at croew. At some point after guuch and prior to nandr; the aircraft began a descent earlier than nandr. The crew did not notice; nor was there an audible altitude alert; the early descent and because of the next crossing restriction was 5;000; it appeared the aircraft was descending normally. Just prior to croew; the aircraft continued to descend and I recognized it at approximately 4;700 feet; 300 feet below the crossing restriction. The PF arrested the descent and began recovering the altitude which may have exceeded 400 feet.the company has been understaffed for several months and this flight crew had an extreme schedule due to the lack of personnel. The company was notified and requested; and received; that no additional flights be added to the schedule until the staffing issue can be resolved.in addition; the flight crew should be aware and competent in the operation of the aircraft systems; situational awareness and the particular process of the VNAV operational sequences.

Related reports:

Google
 

Original NASA ASRS Text

Title: A corporate pilot experienced a failed cockpit window and requested a descent. During the arrival; a crossing restriction was not honored by the Flight Management System.

Narrative: Inbound to DAL the aircraft had reached FL450. Approximately 35 minutes into the flight; we experienced a failure of the left front windshield outer pane. The windshield was completely covered in cracks and the heating system was lost. We advised Center of the issue and requested descent which was complied with. Our original clearance was to the STNLI Intersection for the JFRYE2 RNAV Arrival. At some point; ATC recleared us via the NANDR2; direct GREGS comply with the speeds and altitudes at GREGS. At GREGS intersection the RNAV descent was initiated and the next crossing restriction was between 6;000 and 8;000 feet at GUUCH followed by 6;000 feet at NANDR and 5;000 feet at CROEW. At some point after GUUCH and prior to NANDR; the aircraft began a descent earlier than NANDR. The crew did not notice; nor was there an audible altitude alert; the early descent and because of the next crossing restriction was 5;000; it appeared the aircraft was descending normally. Just prior to CROEW; the aircraft continued to descend and I recognized it at approximately 4;700 feet; 300 feet below the crossing restriction. The PF arrested the descent and began recovering the altitude which may have exceeded 400 feet.The company has been understaffed for several months and this flight crew had an extreme schedule due to the lack of personnel. The company was notified and requested; and received; that no additional flights be added to the schedule until the staffing issue can be resolved.In addition; the flight crew should be aware and competent in the operation of the aircraft systems; situational awareness and the particular process of the VNAV operational sequences.

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.