Narrative:

Moderate to severe turbulence enroute resulted in multiple deviations in attempt to keep best ride; previous crew that flew [the] aircraft stated worst turbulence they had ever experienced. We wrote up and found damage that had been previously repaired on wing so we were in heightened state of alertness for the short flight to dallas. There were three approach controllers routing into dallas and first two said to expect 35L or at least that is what both pilots heard and expected. First officer set up approach in box and I briefed as per procedure. Final controller was dealing with planes answering for others and people stepping on transmissions and at last second released us on vector to join 36L; neither of us caught the change. This set us up flying through 36L localizer and being vectored back towards 36L. We were not setup for it and asked to be vectored out of it. I hand flew the first two turns then put on autopilot and asked first officer; who was being pretty aggressive in clarifying 36L pretty much confirming it every radio transmission; to fly while I setup 36L. I did this quickly and we were quickly headed around for second attempt. I briefed as I setup; then took plane back and asked first officer to make sure his side was correct since we were already on base leg. Unfortunately; I made an error and when I put 36L in the box; did not extend centerline to have a final segment to join. This would have been recoverable except I always use as recommended LNAV; VNAV and had briefed that for ILS approaches till final segment where will switch to approach mode. This ensures compliance with class B airspace and has been noted as preferred method rather than simply arming approach mode while on vector; the second approach was not fully setup as we were getting close to final and so I asked to just be broken off for vectors with a little more time for setup. Third time joined 36L uneventfully and resumed long taxi to the gate.I think we should be told much earlier which runway to expect coming into dallas and some attempt should be made to limit last minute changes. I never want to make errors when flying or doing anything else and need to slow down and not allow short vectors when a mistake has been made. I can work very fast; but sometimes work should be [done] slower. Transmissions that get stepped on don't help either; but overall no excuse; somehow got rushed and am sorry for any inadvertent mistakes attributed to me. Make sure when there are multiple (three) approach controllers that all are consistent in which runway to expect; last minute changes add workload exponentially and perhaps having a couple possible changes pre-setup would be a good idea.

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Original NASA ASRS Text

Title: Air carrier flight crew reported a late runway change during approach due to heavy volume of traffic.

Narrative: Moderate to severe turbulence enroute resulted in multiple deviations in attempt to keep best ride; previous crew that flew [the] aircraft stated worst turbulence they had ever experienced. We wrote up and found damage that had been previously repaired on wing so we were in heightened state of alertness for the short flight to Dallas. There were three Approach Controllers routing into Dallas and first two said to expect 35L or at least that is what both pilots heard and expected. FO set up approach in box and I briefed as per procedure. Final controller was dealing with planes answering for others and people stepping on transmissions and at last second released us on vector to join 36L; neither of us caught the change. This set us up flying through 36L LOC and being vectored back towards 36L. We were not setup for it and asked to be vectored out of it. I hand flew the first two turns then put on autopilot and asked First Officer; who was being pretty aggressive in clarifying 36L pretty much confirming it every radio transmission; to fly while I setup 36L. I did this quickly and we were quickly headed around for second attempt. I briefed as I setup; then took plane back and asked First Officer to make sure his side was correct since we were already on base leg. Unfortunately; I made an error and when I put 36L in the box; did not extend centerline to have a final segment to join. This would have been recoverable except I always use as recommended LNAV; VNAV and had briefed that for ILS approaches till final segment where will switch to approach mode. This ensures compliance with Class B airspace and has been noted as preferred method rather than simply arming approach mode while on vector; the second approach was not fully setup as we were getting close to final and so I asked to just be broken off for vectors with a little more time for setup. Third time joined 36L uneventfully and resumed long taxi to the gate.I think we should be told much earlier which runway to expect coming into Dallas and some attempt should be made to limit last minute changes. I never want to make errors when flying or doing anything else and need to slow down and not allow short vectors when a mistake has been made. I can work very fast; but sometimes work should be [done] slower. Transmissions that get stepped on don't help either; but overall no excuse; somehow got rushed and am sorry for any inadvertent mistakes attributed to me. Make sure when there are multiple (three) Approach Controllers that all are consistent in which runway to expect; last minute changes add workload exponentially and perhaps having a couple possible changes pre-setup would be a good idea.

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.