Narrative:

After intercepting both course and GS to runway 4R (we had previously been cleared for the approach to runway 4R), we were told by approach to switch to runway 4L and contact tower. I reluctantly accepted the change, turned off the autoplt and flight directors and changed to the new ILS frequency as the captain (PNF) made the new radio call to tower. I then asked him to identify the new ILS frequency. He turned over his approach plate and assumed it was runway 4L, set in the depicted frequency and idented it. His switching of the frequency removed the correct frequency I had already set, and reinserted the previous frequency for runway 4R. I centered up on the ILS CDI and noticed a map shift on my FMS display to the right of runway 4L. Before we could isolate the source of the discrepancy, tower told us we appeared to be lined up on runway 4R and gave us missed approach instructions. Summary: approach control at nyc gives way too many runway changes in both VMC and IMC. They should not be allowed to make changes below 2000 ft and inside 5 mi and air crews should be more willing to refuse such a clearance. I have twice before been given 3 and 5 runway changes in the last 3-5 mins of flight, both VMC and IMC. Also, ATC instructions should never include headings, frequencys, for both ILS and tower, and clrncs all in one breath. Information overload at a critical time.

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Original NASA ASRS Text

Title: AN ACR B757 FLC RECEIVED A CHANGE OF RWYS AS THEY APCHED THE OM. DUE TO A MIXUP IN THE ILS FREQ THEY ENDED UP MAKING A GAR.

Narrative: AFTER INTERCEPTING BOTH COURSE AND GS TO RWY 4R (WE HAD PREVIOUSLY BEEN CLRED FOR THE APCH TO RWY 4R), WE WERE TOLD BY APCH TO SWITCH TO RWY 4L AND CONTACT TWR. I RELUCTANTLY ACCEPTED THE CHANGE, TURNED OFF THE AUTOPLT AND FLT DIRECTORS AND CHANGED TO THE NEW ILS FREQ AS THE CAPT (PNF) MADE THE NEW RADIO CALL TO TWR. I THEN ASKED HIM TO IDENT THE NEW ILS FREQ. HE TURNED OVER HIS APCH PLATE AND ASSUMED IT WAS RWY 4L, SET IN THE DEPICTED FREQ AND IDENTED IT. HIS SWITCHING OF THE FREQ REMOVED THE CORRECT FREQ I HAD ALREADY SET, AND REINSERTED THE PREVIOUS FREQ FOR RWY 4R. I CTRED UP ON THE ILS CDI AND NOTICED A MAP SHIFT ON MY FMS DISPLAY TO THE R OF RWY 4L. BEFORE WE COULD ISOLATE THE SOURCE OF THE DISCREPANCY, TWR TOLD US WE APPEARED TO BE LINED UP ON RWY 4R AND GAVE US MISSED APCH INSTRUCTIONS. SUMMARY: APCH CTL AT NYC GIVES WAY TOO MANY RWY CHANGES IN BOTH VMC AND IMC. THEY SHOULD NOT BE ALLOWED TO MAKE CHANGES BELOW 2000 FT AND INSIDE 5 MI AND AIR CREWS SHOULD BE MORE WILLING TO REFUSE SUCH A CLRNC. I HAVE TWICE BEFORE BEEN GIVEN 3 AND 5 RWY CHANGES IN THE LAST 3-5 MINS OF FLT, BOTH VMC AND IMC. ALSO, ATC INSTRUCTIONS SHOULD NEVER INCLUDE HDGS, FREQS, FOR BOTH ILS AND TWR, AND CLRNCS ALL IN ONE BREATH. INFO OVERLOAD AT A CRITICAL TIME.

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.