Air carrier flight crew reported late runway change on landing at AUS.
Synopsis
Air carrier flight crew reported late runway change on landing at AUS.
Narrative
Aircraft X ZZZ-AUS runway changeOn our arrival into AUS; we were given a clearance to descend via the SEWZY6 except maintain 250 kts. since we were following a slower jet. After switching to Approach Control; we were advised to expect a visual Runway 36L which we were set up for as reported on ATIS. The Approach Controller cleared us to cross SMRFF (last point on the STAR on radar downwind) at 190 kts. as we were still slowly catching up to the jet. Approach subsequently gave us descend and maintain 3000' then 2000'. At this time the jet was 4 NM ahead of us as the controller turned the jet to a right base for 36L. At this point the controller told us to change to a visual Runway 36R. I asked the FO (First Officer) to change the runway in the FMS and brief me. We were prepared for Runway 36R by the time we were cleared to a heading of 270 (base turn). We reported the airport in sight when asked by the controller if we were visual with the airport. We were subsequently cleared the visual 36R and we intercepted the 36R localizer normally. Approaching glideslope intercept; approach cleared us to contact Tower. On initial contact; Tower said we were lined up on 36R. We responded we were cleared the visual to Runway 36R. They responded; we are showing you need to land 36L; cleared to land 36L. At that point we were approximately 1400' AGL and just intercepted the glideslope; flaps 2; 180 kts. I disconnected the Autopilot and requested the FO turn the flight directors off. I acquired Runway 36L visually and proceeded to intercept the PAPI glidepath for 36L. I finished configuring the aircraft for a flaps 3 landing and called for the before landing checklist. The FO quickly changed the landing runway in the FMS. We were slightly above glide path at 1000'. I corrected slowly. The rest of the approach and landing was uneventful.After landing we asked ground why they switched our landing runway way so close to the FAF after we were given clearance for a 36R approach. They responded that their board" showed we were supposed to land 36L and that they never got word of a runway change. They also said airliners typically land on Runway 36L. After completing our checklists at the gate; I called approach on frequency to confirm we were in fact cleared visual 36R. The controller said that he just took over from the previous controller and he does not have that information. He gave me the phone number for TRACON and advised me to call TRACON to pull the tapes for verification. I called TRACON and they said they were very short staffed but would review the tapes and get back to me when they had time.Later that evening; I did receive a call back. TRACON verified we were cleared for a visual approach to 36R but the "tag" was not updated and still showed 36L. That is why Tower felt we were lined up on the wrong runway and would only clear us to land 36L. He also mentioned it was better for their flow since 36R was being used for departure. I stressed that we were at glideslope capture near the FAF and asked if there was any traffic conflict on 36R. He mentioned there was no traffic conflict and had the "tag" been updated he was sure we would have been cleared to land 36R. I asked him to take back to tower that very near the FAF it is really too late to issue a sidestep clearance without planning it but we had an experienced crew and made it work. Also; if there was no conflict on 36R we should be perfectly fine to get a clearance to land on it.Cause: Failure to update ATC system with appropriate assigned landing runway. TRACON reported they were short manned. Recommend staffing more controllers in AUS airport."
Second reporter narrative
On our arrival into AUS; we were given a clearance to descend via the SEWZY6 except maintain 250 kts. since we were following a slower jet. The first Approach Controller; advised us to expect a visual Runway 36L which we were set up for as reported on ATIS. Shortly after we were told to contact the next Approach on another frequency. The Approach Controller cleared us to cross SMRFF (last point on the STAR on radar downwind) at 190 kts. as we were still slowly catching up to the jet and expect 36R. I changed the runway in the FMS to 35R and briefed the Captain since he was busy flying the plane. Approach subsequently gave us descend and maintain 3000' then 2000'. At this time the jet was 4 NM ahead of us as the controller turned the jet to a right base for 36L. We were prepared for Runway 36R by the time we were cleared to a heading of 270 (base turn). We reported the airport in sight when asked by the controller if we were visual with the airport. We were subsequently cleared the visual 36R and we intercepted the 36R localizer normally. Approaching glideslope intercept; Approach cleared us to contact Tower. On initial contact; Tower said we were lined up on 36R. We responded we were cleared the visual to Runway 36R. They responded; we are showing you need to land 36L; cleared to land 36L. At that point we were approximately 1400' AGL and just intercepted the glideslope; flaps 2; 180 kts. The Captain disconnected the Autopilot and requested the I turn the flight directors off. After doing so I changed to runway in the FMS back to 36L as the Captain sidestepped for 36L. We finished configuring the aircraft for a flaps 3 landing and called for the before landing checklist. We were slightly above glide path at 1000'. I corrected slowly. The rest of the approach and landing was uneventful.After landing we asked ground why they switched our landing runway so close to the FAF after we were given clearance for a 36R approach. They responded that their board" showed we were supposed to land 36L and that they never got word of a runway change. They also said airliners typically land on Runway 36L."
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.