B737-700 CREW WAS NOT SETUP TO FLY THE APCH BECAUSE THE LNDG RWY WAS CHANGED AT TPA.

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ATIS AT TAMPA GAVE LNDG RWYS TO THE S. WE SET UP FOR RWY 18L. ASKED APCH ABOUT THE 250KT RESTR AT AN INTERSECTION. THEY REMOVED THE RESTR SINCE THEY WERE LNDG S. CONTINUED FOR RWY 18L VIA THE ARR. WE WERE THEN GIVEN A DECENT FROM 11000 TO 7000 FT. I SLOWED FROM 320 KTS TO 250 KTS AND STARTED MY DESCENT. WE SWITCHED CTLR'S AND WERE GIVEN A NEW VECTOR FOR RWY 36L; AND A DESCENT TO 5000 FT. SHORTLY AFTER; WE WERE TOLD TO INTERCEPT THE LOCALIZER FOR RWY 36L. I WAS SCRAMBLING TO BOTH DESCEND AND SET UP FOR THE NEW APCH RWY 36L. I MISSED RESETTING THE COURSE FROM S TO N AS WE APCHED LOCALIZER INTERCEPT THE AUTOPLT TRIED TO INTERCEPT THE S COURSE. I SAW THE TURN INITIATED THE WRONG WAY; OVERPOWERED THE AUTOPLT HEADING MODE WHICH PUT THE AUTOPLT INTO CONTROL WHEEL STEERING AND BEGAN TO TURN BACK WHEN APCH ASKED IF WE HAD RECEIVED THE CLRNC AND ASSIGNED US A NEW HEADING TO INTERCEPT THE LOC FOR RWY 36L. I DISCOVERED MY ERROR AS THE CAPT WAS EXPLAINING TO APCH HOW WE HAD SET UP FOR WHAT ATIS WAS SAYING THE ACTIVE RWY'S WERE SALVAGED THE APCH AND LANDED. THINGS TO DO DIFFERENTLY: 1)I COULD HAVE ASKED FOR A WIDER VECTOR TO BE SET UP AND GIVE US MORE TIME TO DESCEND AND SLOW. 2)IN RETROSPECT I HAD A PARTNER (CAPT) WHO I'M SURE; WAS BEHIND THE ACFT. WHEN I ASKED FOR THE LNDG GEAR TO HELP US SLOW AND DESCEND HE ASKED IF I WAS SURE. WE WERE HIGH AND FAST. IT SHOULD HAVE BEEN OBVIOUS. IMMEDIATELY AFTER PUTTING THE GEAR DOWN THE CAPT SAID HE SHOULD GIVE ME FLAPS TOO. HE THOUGHT WE WERE HIGH. NO KIDDING!!! HAD HE RESET HIS INSTRUMENTS FROM THE S APCH TO THE N APCH HE WOULD HAVE CAUGHT MY ERROR EITHER FROM INITIALLY CROSS CHKING OUR INSTRUMENT SETUP OR WHEN WE INTERCEPT THE LOCALIZER. 3)MAKES ME APPRECIATE ATIS THAT IS KEPT CURRENT. BOTTOM LINE - I WAS FLYING; MY MISTAKE. NEXT TIME I'LL GO BACK OUT; BURN THE EXTRA FUEL; SET-UP; SHOOT THE APCH AND NOT WRITE A RPT AFTER WORDS.