Date: 201605
Local time of day: 1801-2400
Location: DFW.Airport, TX
Light: Daylight
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZFW
ATC / advisory: Center ZFW
Aircraft component: Tablet
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Confusion
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: [Flight] to DFW. Original clearance was DCT FEWWW SEEVR3 DFW. ATC changed our arrival from the SEEVR3 to the BRDJE3 arrival. GFMS was reprogrammed and verified. I then selected and viewed the BRDJE3 arrival on my iPad Air and used the checkmark to list it at the bottom of the screen. Shortly after receiving the new clearance ATC gave us numerous heading; altitude and speed changes. Then ATC cleared us direct to the BRDJE fix and to descend via the BRDJE3 arrival.Due to the reroute I now had both the SEEVR3 and BRDJE3 arrivals check marked on my iPad. I inadvertently selected the SEEVR3 arrival and believed I had selected the BRDJE3 arrival. I then zoomed in my iPad screen to the BRDJE fix and started my descent. Both arrivals are nearly identical; and both have BRDJE fixes but have different altitudes associated with the BRDJE fix. My first officer initially missed the incorrect altitude for BRDJE3 due to cockpit duties. However he did quickly discover the mistake. We very briefly descended below the 17;000 ft altitude and then immediately climbed back to 17;000 ft before joining the arrival at BRDJE. At no time were there any traffic conflicts and we received no calls from ATC. The remainder of the arrival was normal.This was my first trip using the new iPad Air and the Jepp FD-Pro program.  From now on when I get an arrival reroute; I will uncheck and remove the previous assigned arrival and only have one arrival in the charts selected for use on that leg. This will prevent accidental selection when toggling between other charts. I will also be more vigilant in verifying that I am viewing the correct chart; prior to zooming in the iPad screen. In addition I will also ensure that both crewmembers are 100% in the loop and fully in concurrence when setting up new fix clearances.


Second narrative: We were filed and cleared via the SEEVR arrival; with DFW landing north. Enroute; ATC reassigned us to the BRDJE3. We reprogrammed and verified GFMS. ATC vectored us off-route; and then we received multiple heading; speed; and altitude changes. Finally; we were cleared direct to the BRDJE fix to rejoin and descend via the BRDJE3 arrival. I was performing cockpit duties (I think getting connecting gate and ATIS printout) when we were cleared to 'descend via' and began our descent. When I finished; I saw we were rapidly descending; approaching the 17000 ft floor at BRDJE. I realized that the PF had mis-set the target altitude and had the wrong arrival displayed on his EFB; and advised him of the error. We were unable to arrest our descent before the arrival altitude; and descended below but expeditiously returned to the BRDJE crossing altitude before we rejoined the arrival at BRDJE. The remainder of the arrival was uneventful. There were no calls from ATC; and no known traffic conflicts.I am usually very diligent with verifying target altitudes and will pay particular attention to not allowing distraction of any kind to interfere with proper habit patterns. Adherence to SOP; every time; is the best defense against this these types of threat. Another threat that seems to have figured into this event is having the same fix on different arrival procedures with different altitude profiles. This opportunity for confusion is well-known; but still a real threat. Awareness is key; along with (again) adherence to SOP.


Synopsis: MD-82 flight crew reported an altitude overshoot resulted when the pilot flying experienced some confusion associated with two arrivals being simultaneously loaded in his iPad.