Narrative:

I checked in with the first dfw regional controller while on the vktry STAR. We were assigned runway 18R. Shortly thereafter the same controller changed our runway assignment to runway 18L and proceed direct udall. We were switched to the final dfw regional controller. That controller was asking other aircraft if they could switch back to runway 18R. We were not asked to switch by the final dfw regional controller. As we neared udall we were assigned heading 150 and asked if we had dfw in sight. We complied with the heading clearance; called the field; and we were cleared for the visual approach 18L. This last instruction had us joining the extended centerline closer to FAF hasty. Hasty is charted as 5 miles from the threshold. We were told to contact tower. Upon checking in with tower; we were told to switch runway assignment back to runway 18R. With the captain's consent I replied 'unable.' we were asked why we couldn't switch. I replied 'operational restriction. We can't switch runway assignments this low to the ground (1;500 [feet AGL] by my recollection) without the risk of the aircraft notifying the company of some deviation.' while not explicitly saying so in my statement; I was referencing our sms (safety management) and foqa (quality assurance) parameters. I am aware foqa sets the standard at 1;000 [feet AGL]; but neither the captain or I want to risk a deviation while reloading the FMS. The tower told us to continue. We continued our configuration of the aircraft and we were eventually given clearance to land 18L. We were told to clear the runway and join taxiway F southbound and to remain with tower. At the southern end of taxiway F we were told to copy a phone number and call the tower upon reaching the gate.the captain made the phone call at the gate and while I was only aware of his half of the conversation; it seems that the tower's position is that in VFR conditions:1. Side steps are to be complied with immediately; even if inside the FAF.2. Statements of 'unable' are not allowed.3. We can do these maneuvers without fear of safety violation.we have the aim and title 14 of the crash fire rescue equipment. On top of that we have manufacturer's poh. On top of that we have our manuals. We fly the top of that stack and we certainly don't fly generic passages in FAA jo 7110 without questioning how they might conflict with sms. It is the position of both myself and the captain; that my 'unable' should only have had two outcomes.1. Clearance to land and taxi to the gate without further harassment.2. Instructions to go-around and expect runway 18R after the go-around procedure.factors which may lead to unstable approaches include: late clearances or runway changes. Right now I have no idea if there's a controller in dfw tower kicking this event up the chain to the FSDO so I receive certificate action.

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Original NASA ASRS Text

Title: Flight crew reported that they were unable to change runways on short final to DFW; and the Tower Controller had issues with them not changing.

Narrative: I checked in with the first DFW Regional Controller while on the VKTRY STAR. We were assigned RWY 18R. Shortly thereafter the same controller changed our runway assignment to Runway 18L and proceed direct UDALL. We were switched to the final DFW Regional Controller. That controller was asking other aircraft if they could switch back to Runway 18R. We were not asked to switch by the final DFW Regional Controller. As we neared UDALL we were assigned heading 150 and asked if we had DFW in sight. We complied with the heading clearance; called the field; and we were cleared for the Visual Approach 18L. This last instruction had us joining the extended centerline closer to FAF HASTY. HASTY is charted as 5 miles from the threshold. We were told to contact Tower. Upon checking in with Tower; we were told to switch runway assignment back to Runway 18R. With the Captain's consent I replied 'unable.' We were asked why we couldn't switch. I replied 'operational restriction. We can't switch runway assignments this low to the ground (1;500 [feet AGL] by my recollection) without the risk of the aircraft notifying the company of some deviation.' While not explicitly saying so in my statement; I was referencing our SMS (Safety Management) and FOQA (Quality Assurance) parameters. I am aware FOQA sets the standard at 1;000 [feet AGL]; but neither the Captain or I want to risk a deviation while reloading the FMS. The Tower told us to continue. We continued our configuration of the aircraft and we were eventually given clearance to land 18L. We were told to clear the runway and join Taxiway F southbound and to remain with Tower. At the southern end of Taxiway F we were told to copy a phone number and call the Tower upon reaching the gate.The Captain made the phone call at the gate and while I was only aware of his half of the conversation; it seems that the Tower's position is that in VFR conditions:1. Side steps are to be complied with immediately; even if inside the FAF.2. Statements of 'Unable' are not allowed.3. We can do these maneuvers without fear of safety violation.We have the AIM and Title 14 of the CFR. On top of that we have Manufacturer's POH. On top of that we have our manuals. We fly the top of that stack and we certainly don't fly generic passages in FAA JO 7110 without questioning how they might conflict with SMS. It is the position of both myself and the Captain; that my 'unable' should only have had two outcomes.1. Clearance to land and taxi to the gate without further harassment.2. Instructions to go-around and expect Runway 18R after the go-around procedure.Factors which may lead to unstable approaches include: Late clearances or runway changes. Right now I have no idea if there's a Controller in DFW Tower kicking this event up the chain to the FSDO so I receive certificate action.

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.