B737-700 crew was not setup to fly the approach because the landing runway was changed at tpa.

Attributes
ACN	543055
Time
Date	200204
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : tpa.airport
State Reference	FL
Altitude	msl single value : 5000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : tpa.tracon
Operator	common carrier : air carrier
Make Model Name	B737-700
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer only : 36l other
Flight Phase	descent : approach
Route In Use	approach : instrument precision arrival : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp pilot : multi engine
Experience	flight time last 90 days : 240 flight time total : 14000 flight time type : 4000
ASRS Report	543055
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer oversight : pic
Events
Anomaly	inflight encounter : weather inflight encounter other non adherence : far non adherence : published procedure non adherence : company policies non adherence : clearance other anomaly other other spatial deviation
Independent Detector	atc equipment other atc equipment : radar other controllera
Resolutory Action	controller : issued alert controller : issued new clearance
Consequence	faa : reviewed incident with flight crew
Supplementary
Problem Areas	Flight Crew Human Performance ATC Human Performance Weather
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

ATIS at tampa gave landing runways to the south. We set up for runway 18L. Asked approach about the 250KT restr at an intersection. They removed the restr since they were landing south. Continued for runway 18L via the arrival. We were then given a decent from 11000 to 7000 ft. I slowed from 320 KTS to 250 KTS and started my descent. We switched controller's and were given a new vector for runway 36L, and a descent to 5000 ft. Shortly after, we were told to intercept the localizer for runway 36L. I was scrambling to both descend and set up for the new approach runway 36L. I missed resetting the course from south to north as we approached localizer intercept the autoplt tried to intercept the south course. I saw the turn initiated the wrong way, overpowered the autoplt heading mode which put the autoplt into control wheel steering and began to turn back when approach asked if we had received the clearance and assigned us a new heading to intercept the localizer for runway 36L. I discovered my error as the captain was explaining to approach how we had set up for what ATIS was saying the active runway's were salvaged the approach and landed. Things to do differently: 1)I could have asked for a wider vector to be set up and give us more time to descend and slow. 2)in retrospect I had a partner (captain) who I'm sure, was behind the aircraft. When I asked for the landing gear to help us slow and descend he asked if I was sure. We were high and fast. It should have been obvious. Immediately after putting the gear down the captain said he should give me flaps too. He thought we were high. No kidding!!! Had he reset his instruments from the south approach to the north approach he would have caught my error either from initially cross checking our instrument setup or when we intercept the localizer. 3)makes me appreciate ATIS that is kept current. Bottom line - I was flying, my mistake. Next time I'll go back out, burn the extra fuel, set-up, shoot the approach and not write a report after words.

Original NASA ASRS Text

Title: B737-700 CREW WAS NOT SETUP TO FLY THE APCH BECAUSE THE LNDG RWY WAS CHANGED AT TPA.

Narrative: ATIS AT TAMPA GAVE LNDG RWYS TO THE S. WE SET UP FOR RWY 18L. ASKED APCH ABOUT THE 250KT RESTR AT AN INTERSECTION. THEY REMOVED THE RESTR SINCE THEY WERE LNDG S. CONTINUED FOR RWY 18L VIA THE ARR. WE WERE THEN GIVEN A DECENT FROM 11000 TO 7000 FT. I SLOWED FROM 320 KTS TO 250 KTS AND STARTED MY DESCENT. WE SWITCHED CTLR'S AND WERE GIVEN A NEW VECTOR FOR RWY 36L, AND A DESCENT TO 5000 FT. SHORTLY AFTER, WE WERE TOLD TO INTERCEPT THE LOCALIZER FOR RWY 36L. I WAS SCRAMBLING TO BOTH DESCEND AND SET UP FOR THE NEW APCH RWY 36L. I MISSED RESETTING THE COURSE FROM S TO N AS WE APCHED LOCALIZER INTERCEPT THE AUTOPLT TRIED TO INTERCEPT THE S COURSE. I SAW THE TURN INITIATED THE WRONG WAY, OVERPOWERED THE AUTOPLT HEADING MODE WHICH PUT THE AUTOPLT INTO CONTROL WHEEL STEERING AND BEGAN TO TURN BACK WHEN APCH ASKED IF WE HAD RECEIVED THE CLRNC AND ASSIGNED US A NEW HEADING TO INTERCEPT THE LOC FOR RWY 36L. I DISCOVERED MY ERROR AS THE CAPT WAS EXPLAINING TO APCH HOW WE HAD SET UP FOR WHAT ATIS WAS SAYING THE ACTIVE RWY'S WERE SALVAGED THE APCH AND LANDED. THINGS TO DO DIFFERENTLY: 1)I COULD HAVE ASKED FOR A WIDER VECTOR TO BE SET UP AND GIVE US MORE TIME TO DESCEND AND SLOW. 2)IN RETROSPECT I HAD A PARTNER (CAPT) WHO I'M SURE, WAS BEHIND THE ACFT. WHEN I ASKED FOR THE LNDG GEAR TO HELP US SLOW AND DESCEND HE ASKED IF I WAS SURE. WE WERE HIGH AND FAST. IT SHOULD HAVE BEEN OBVIOUS. IMMEDIATELY AFTER PUTTING THE GEAR DOWN THE CAPT SAID HE SHOULD GIVE ME FLAPS TOO. HE THOUGHT WE WERE HIGH. NO KIDDING!!! HAD HE RESET HIS INSTRUMENTS FROM THE S APCH TO THE N APCH HE WOULD HAVE CAUGHT MY ERROR EITHER FROM INITIALLY CROSS CHKING OUR INSTRUMENT SETUP OR WHEN WE INTERCEPT THE LOCALIZER. 3)MAKES ME APPRECIATE ATIS THAT IS KEPT CURRENT. BOTTOM LINE - I WAS FLYING, MY MISTAKE. NEXT TIME I'LL GO BACK OUT, BURN THE EXTRA FUEL, SET-UP, SHOOT THE APCH AND NOT WRITE A RPT AFTER WORDS.

Data retrieved from NASA's ASRS site as of July 2007 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.