Narrative:

Prior to top of descent; ATIS was showing landing north; so we planned for 36R. We were then given clearance to 'descend via ltown 6; north transition;' so I dialed in the proper altitude for the north transition and began a descent. The captain was pilot monitoring and he confirmed altitude selection. A few miles prior to ltown; we were switched to mem approach; and we were given runway 18L. This was right at the time for a new ATIS; so we checked ATIS via ACARS and the new info showed landing south. We confirmed with controller that we should descend via the south transition; and the controller confirmed south transition was now our clearance. I rapidly increased the rate of descent; but it was soon apparent that we couldn't make the altitude restriction of 10;000 feet at copen. We advised approach who stated 'no problem;' and gave us a heading and a descent clearance to 5;000 feet; thereby vectoring us off of the arrival prior to copen. Based on this; I don't believe there are any issues with ATC.I have a couple of suggestions: 1. I believe that we were cleared via the north transition by mem center and mem approach changed the clearance to south transition. I will acknowledge; however; that I might have misunderstood the original clearance from mem center due to noise. This jet is extremely noisy in the cockpit. Noise cancelling headsets would help eliminate the difficulty in hearing clearances. 2. For jets that are in descent at the time of a runway change; approach and center should double check to make sure that those crews know about the runway change. We had just checked ATIS prior to descent; so we felt like we had the current correct info.

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Original NASA ASRS Text

Title: Confusion reigned when an air carrier flight crew; descending via the LTOWN6 RNAV STAR to MEM misunderstood their landing runway assignment. As a result they were unable to comply with the 10000/230K restriction over COPEN.

Narrative: Prior to top of descent; ATIS was showing landing north; so we planned for 36R. We were then given clearance to 'descend via LTOWN 6; NORTH transition;' so I dialed in the proper altitude for the north transition and began a descent. The Captain was pilot monitoring and he confirmed altitude selection. A few miles prior to LTOWN; we were switched to MEM Approach; and we were given Runway 18L. This was right at the time for a new ATIS; so we checked ATIS via ACARS and the new info showed landing south. We confirmed with Controller that we should descend via the SOUTH Transition; and the Controller confirmed SOUTH transition was now our clearance. I rapidly increased the rate of descent; but it was soon apparent that we couldn't make the altitude restriction of 10;000 feet at COPEN. We advised Approach who stated 'No Problem;' and gave us a heading and a descent clearance to 5;000 feet; thereby vectoring us off of the arrival prior to COPEN. Based on this; I don't believe there are any issues with ATC.I have a couple of suggestions: 1. I believe that we were cleared via the north transition by MEM Center and MEM Approach changed the clearance to South transition. I will acknowledge; however; that I might have misunderstood the original clearance from MEM Center due to noise. This jet is extremely noisy in the cockpit. Noise cancelling headsets would help eliminate the difficulty in hearing clearances. 2. For jets that are in descent at the time of a runway change; Approach and Center should double check to make sure that those crews know about the runway change. We had just checked ATIS prior to descent; so we felt like we had the current correct info.

Data retrieved from NASA's ASRS site as of July 2013 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.