Date: 201508
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B PHX
ATC / advisory: TRACON P50; Tower PHX
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Situational Awareness; Confusion; Communication Breakdown; Distraction
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Descending into PHX on the HYDRR1 RNAV STAR landing to the east.  On initial contact with approach control was told to expect runway 7R.  The next controller initially told us to expect the visual for runway 7R.  At approximately 7;000 feet the controller told us to turn to a heading to intercept the localizer for runway 8 and contact the final approach controller.  At that time I believed he cleared us to 6;000 feet.  We assumed we were being kept a little high due to Luke AFB airspace located west of PHX.  Upon initial contact with the final controller she cleared us for the runway 8 approach to PHX and told us to maintain 210 kts till a 10 mile final.  The Captain and myself both expressed concern that we would be too high and fast for a stabilized approach.  I informed the controller that we were unable to maintain 210 kts till a 10 mile final.  She then issued a clearance to turn to a heading for the runway 7R approach.  Both the Captain and I were confused on this clearance since we were initially issued the runway 7R approach followed up by the runway 8 approach and now back to the runway 7R approach.  I then asked the controlled about the clearance if it was correct since neither myself nor the Captain have received a clearance like this before flying into PHX.  She seemed to be frustrated with us and told us to fly the approach.  At this time we were not sure if we were cleared for the ILS Rwy 7R or the visual approach to runway 7R and she seemed to be confused somehow with what was going on.  I asked for an altitude to descend to and a heading to fly.  Was told to descend to 3;000 feet and was given a heading to fly.  She informed us that we would be flying through the runway 7R localizer.  We told her that we were going to need a phone number to call and she quickly rattled off a phone number; told us to turn to a heading that would re-intercept final and cleared for the visual for runway 7R.  I repeated what I could on the clearance and stopped talking since we were overwhelmed with flying and navigating under the high workload.   We intercepted final inside the final approach fix and was able to be established on a stable approach by our 1;000 foot callout.  Once I contacted the tower we were cleared to land on runway 7L.  Since we were stable on the approach at this time we accepted and landed on runway 7L.


Second narrative: I was the flying pilot. Descending via HYDRR ONE RNAV ARRIVAL procedures; the ATC controllers (from two different ATC controller`s) had warned us that the runway to land will be the 7R for the day. Approach briefing was done for RWY 7R and I had loaded up the MCDU; the secondary flight plan for the approach to Runway 8 as backup. Then; after we changed to the last ATC approach controller she gave us a heading (I believe) of 050 to join the ILS 8 localizer. But she kept us high around 7;000 feet's then 6;000 feet. Sometimes this is due to Goodyear airport flight path or Luke AFB. The aircraft speed was around 250kts. (Not sure maybe less) Then; she cleared us for the visual approach but maintaining 210 kts until 10 DME distance. Due to the aircraft height and speed; I decided to lower the landing gear early to slow down the aircraft and loss altitude. Immediately we let her know ATC unable to comply with speed and distances that she requires due to the aircraft height; 'too high' and the airport was getting closer faster and we will be out the descent profile ratio and perhaps might have to go-around at the end if; we are not stabilized the approach at the 1;000/500 feet AFL gate. The controllers did not like our answer 'unable 'and immediately she gave us a vector heading (I believe) 160 heading and any aircraft speed. 'Any speed You want; she said'... Also she said that we might cross the localizer 7R and come back-up. I maintain an altitude of 3;000 feet. At this time. She creates confusion or I should say uncomfortably task loaded; not completely clear; because we are clear for visual approach for Runway 8 but now we are changing to another runway and have the instruction of a heading/altitude; as well as the possibilities to crosses the 7R flight path to the south and re-joined for the approach. I keep the aircraft at the last assigned altitude and heading. We have in sight at all time the runway 8; 7R and L due to a clear beautiful day. First Officer (FO) asked her if we are clear for the approach. She did reply 'No; You are NOT.' FO asked again; 'what heading and altitude do you want us to fly?' Then; she said 'Do you have the runway 7R in-Sight'? First Officer answered back with calling the airport in sight. The controller then; cleared us for the visual approach for 7R runway. We asked for her phone number and she tried to give us several time too fast but the frequency was saturated. We have to aviate; navigate and communicates the aircraft first due to the proximity to runway 7L and possible jeopardized the landing (Unstabilized approach). So; the First officer decides to change to the tower frequency to get the authorization instructions from tower control and land the aircraft safely.  Upon contacted tower we were offered runway 7L for landing (this is the fourth runway change) to what we accepted because we were well stabilizes in the approach path. Knowledge; skill and aircraft handling made us to land the aircraft successfully. On a clear beautiful day we had four (4) different runways changes instructions. But we followed every single ATC instructions. I did not request Runway 8 for landing. She should ask before if we are comfortable to fly the approach or should say; give me the best forward speed until 10 DME. We weren't following any aircraft traffic for runway 8 as well as there was not traffic in TCAS display instrument system ahead of us. This was at the end of a 4 day trip and three (3) legs; long day....


Synopsis: After several runway changes; and with some discussion about speeds and altitudes and headings; the crew landed successfully on Runway 7L at PHX.