Narrative:

On arrival to bos and expecting the ROBUC3 to runway 33L; approaching robuc we were told to expect runway 22L. We asked the controller to confirm runway 22L and again read that back. This changes the routing and is also on a different arrival page. We configured the FMC for the new arrival and reviewed the plate. I believe we were level at FL190. We were switched to the approach controller who then said to expect runway 33L. Again we asked about the change back and confirmed the new runway. The radio was extremely busy and it was difficult to tell the controller about the change. The new controller was not aware that we were given ROBUC3 to runway 22L previously. I believe the first controller issued that clearance in error. We again changed the FMS for the new arrival routing and extended the speed rake to meet the altitude restrictions. We also tried to convey our problem about the change to the controller but the radio was simply too busy. We crossed provi well above 11;000 feet and missed the hard restriction at joody by 1;000-1;500 feet. Unable to get relief due to the busy radio. We then met all of the following restrictions and landed on runway 33L uneventfully. I believe the first controller issued the clearance for runway 22L in error. The ATIS was reporting landing on runway 33L. That is what we expected which is why we asked for confirmation. Seemed like a very late change; but not unheard of. In bos the fact that the two arrivals have different routing and on different approach plates makes it difficult to change especially when we were already inbound to robuc. The late change back to our original runway caused us delay in descending and the busy radios made it impossible to communicate our need for relief on the hard altitude at joody. ATC must listen carefully to aircrew read back and confirm that the clearance is conveyed properly. Also; descend via clearance is far better than step downs on arrival and the aircrew can plan better for the arrival. This small change from runway 22L to runway 33L on this arrival leads to a heavy workload in the cockpit. Changes that late should be avoided.

Related reports:

Google
 

Original NASA ASRS Text

Title: Air carrier First Officer reported receiving multiple approach clearances to different runways.

Narrative: On arrival to BOS and expecting the ROBUC3 to Runway 33L; approaching ROBUC we were told to expect Runway 22L. We asked the Controller to confirm Runway 22L and again read that back. This changes the routing and is also on a different arrival page. We configured the FMC for the new arrival and reviewed the plate. I believe we were level at FL190. We were switched to the approach Controller who then said to expect Runway 33L. Again we asked about the change back and confirmed the new Runway. The radio was extremely busy and it was difficult to tell the Controller about the change. The new Controller was not aware that we were given ROBUC3 to Runway 22L previously. I believe the first Controller issued that clearance in error. We again changed the FMS for the new arrival routing and extended the speed rake to meet the altitude restrictions. We also tried to convey our problem about the change to the Controller but the radio was simply too busy. We crossed PROVI well above 11;000 feet and missed the hard restriction at JOODY by 1;000-1;500 feet. Unable to get relief due to the busy radio. We then met all of the following restrictions and landed on Runway 33L uneventfully. I believe the first Controller issued the clearance for Runway 22L in error. The ATIS was reporting landing on Runway 33L. That is what we expected which is why we asked for confirmation. Seemed like a very late change; but not unheard of. In BOS the fact that the two arrivals have different routing and on different approach plates makes it difficult to change especially when we were already inbound to ROBUC. The late change back to our original runway caused us delay in descending and the busy radios made it impossible to communicate our need for relief on the hard altitude at JOODY. ATC must listen carefully to aircrew read back and confirm that the clearance is conveyed properly. Also; descend via clearance is far better than step downs on arrival and the aircrew can plan better for the arrival. This small change from Runway 22L to Runway 33L on this arrival leads to a heavy workload in the cockpit. Changes that late should be avoided.

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.