An md-80 flight crew inadvertently set a lower altitude than the one assigned and flew to the improp...

Narrative:

Descending into dfw on the Jovem1 RNAV arrival (and 'descending via'); we were in icing conditions; retrieving a new ATIS; and then assigned runway 36R (instead of 36L that we were set up for). Passing jovem (with a 12;000 foot restriction) I believe I set 11;000 for mssle intersection; but either set the wrong altitude; or bumped the setting down as I let go. Both the first officer (first officer) and I believe we pointed to the altitude alert button and said '11;000 and set;' but we were simultaneously switching ipad pages to set up the new ILS approach and coordinate it; and deciding to select the tail de-ice. I watched the aircraft level off through altitude cap then altitude hold; but then ATC advised us we leveled off at the wrong altitude (10;000 instead of 11;000). We thought we were managing the automation; runway change; icing; and etc. Fine until this notification.fortunately there was no traffic conflict. ATC advised us to maintain 10;000; then gave further descent instructions as we proceeded for our approach. The workload for the 'descend via' in and MD80 is already high. Then we were given a runway change to load and brief. Icing and rapidly changing ATIS reports added to our workload. Finally; I'm not sure if the first officer and I held hands on the altitude alert switch on this occasion or not; but several times we both tried to reset it; or neither of us did and we stared at each other until we realized who was supposed to do it. We are both trying hard to comply with the recent company procedure change; but many years of ingrained training is difficult to adjust in a short time. Also; I love the ipads; but sometimes it is an added workload to switch between pages at a critical time; where as in the paper chart days I could have had the arrival and the approach pages out at the same time. I'm not complaining here. I like the automation progress; and the first officer and I both believed we were managing all the systems safely and adequately; but somehow the altitude setting slipped by us on this descend via clearance.

Original NASA ASRS Text

Title: An MD-80 flight crew inadvertently set a lower altitude than the one assigned and flew to the improper altitude. ATC noted the deviation and provided a new clearance. The reporters noted that the high workload on arrival prevented them from catching their error.

Narrative: Descending into DFW on the Jovem1 RNAV arrival (and 'descending via'); we were in icing conditions; retrieving a new ATIS; and then assigned Runway 36R (instead of 36L that we were set up for). Passing JOVEM (with a 12;000 foot restriction) I believe I set 11;000 for MSSLE intersection; but either set the wrong altitude; or bumped the setting down as I let go. Both the First Officer (FO) and I believe we pointed to the altitude alert button and said '11;000 and set;' but we were simultaneously switching iPad pages to set up the new ILS approach and coordinate it; and deciding to select the tail de-ice. I watched the aircraft level off through ALT CAP then ALT HOLD; but then ATC advised us we leveled off at the wrong altitude (10;000 instead of 11;000). We thought we were managing the automation; runway change; icing; and etc. fine until this notification.Fortunately there was no traffic conflict. ATC advised us to maintain 10;000; then gave further descent instructions as we proceeded for our approach. The workload for the 'descend via' in and MD80 is already high. Then we were given a runway change to load and brief. Icing and rapidly changing ATIS reports added to our workload. Finally; I'm not sure if the FO and I held hands on the altitude alert switch on this occasion or not; but several times we both tried to reset it; or neither of us did and we stared at each other until we realized who was supposed to do it. We are both trying hard to comply with the recent company procedure change; but many years of ingrained training is difficult to adjust in a short time. Also; I love the iPads; but sometimes it is an added workload to switch between pages at a critical time; where as in the paper chart days I could have had the arrival and the approach pages out at the same time. I'm not complaining here. I like the automation progress; and the FO and I both believed we were managing all the systems safely and adequately; but somehow the altitude setting slipped by us on this descend via clearance.

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.

Attributes
ACN	1229263
Time
Date	201501
Local Time Of Day	0601-1200
Place
Locale Reference	D10.TRACON
State Reference	TX
Environment
Flight Conditions	IMC
Aircraft 1
Make Model Name	MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	Descent
Route In Use	STAR JOVEM1
Flight Plan	IFR
Person 1
Function	Captain Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Person 2
Function	First Officer Pilot Not Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	ATC Issue All Types Deviation - Altitude Overshoot Deviation - Altitude Excursion From Assigned Altitude Deviation - Procedural Published Material / Policy Deviation - Procedural Clearance

An md-80 flight crew inadvertently set a lower altitude than the one assigned and flew to the improper altitude. ATC noted the deviation and provided a new clearance. The reporters noted that the high workload on arrival prevented them from catching their error.