Narrative:

Controllers love to keep secrets from pilots! Controllers have no clue as to the performance capabilities (or lack thereof) and limitations of aircraft they control everyday! With those unfortunate facts in mind, the final approach controller vectored my flight downwind for an ILS (or visual, who knows?) to runway 5R at kcle, last portion of runway closed, 6100 ft usable. A base turn was issued about 3 mi from the OM, so I started to configure for a stabilized approach (another concept unknown to controllers). I was slowed to 140 KTS with 15 degrees flaps when the turn to intercept final was given, clearance for the ILS 5R, and a mandate to hold 210 KTS to the final approach fix. When I refused the speed, I was unceremoniously punished by being vectored away from the field while 3 other aircraft were put in front of me. By forcing a go around for no 'valid' reason (other than to show this uppity captain who was boss), the controller placed my flight in jeopardy since gars and missed approachs are abnormal occurrences. When queried as to the reason for the approach clearance cancellation, the controller gave no reason (keeping secrets)! I can see no valid reason for any requirement of 210 KTS to the final approach fix (especially at night with runway construction). My vle/lo is 200 KTS, and normal gear extension time can take 25 seconds! Sounds like a runway overrun in the making. No captain needs a controller to fly for him/her, especially an ignorant, ill-trained hot dog controller.

Related reports:

Google
 

Original NASA ASRS Text

Title: AN ACR MLG HAD TO GAR TO CORRECT A TFC SPACING PROBLEM AT CLE.

Narrative: CTLRS LOVE TO KEEP SECRETS FROM PLTS! CTLRS HAVE NO CLUE AS TO THE PERFORMANCE CAPABILITIES (OR LACK THEREOF) AND LIMITATIONS OF ACFT THEY CTL EVERYDAY! WITH THOSE UNFORTUNATE FACTS IN MIND, THE FINAL APCH CTLR VECTORED MY FLT DOWNWIND FOR AN ILS (OR VISUAL, WHO KNOWS?) TO RWY 5R AT KCLE, LAST PORTION OF RWY CLOSED, 6100 FT USABLE. A BASE TURN WAS ISSUED ABOUT 3 MI FROM THE OM, SO I STARTED TO CONFIGURE FOR A STABILIZED APCH (ANOTHER CONCEPT UNKNOWN TO CTLRS). I WAS SLOWED TO 140 KTS WITH 15 DEGS FLAPS WHEN THE TURN TO INTERCEPT FINAL WAS GIVEN, CLRNC FOR THE ILS 5R, AND A MANDATE TO HOLD 210 KTS TO THE FINAL APCH FIX. WHEN I REFUSED THE SPD, I WAS UNCEREMONIOUSLY PUNISHED BY BEING VECTORED AWAY FROM THE FIELD WHILE 3 OTHER ACFT WERE PUT IN FRONT OF ME. BY FORCING A GAR FOR NO 'VALID' REASON (OTHER THAN TO SHOW THIS UPPITY CAPT WHO WAS BOSS), THE CTLR PLACED MY FLT IN JEOPARDY SINCE GARS AND MISSED APCHS ARE ABNORMAL OCCURRENCES. WHEN QUERIED AS TO THE REASON FOR THE APCH CLRNC CANCELLATION, THE CTLR GAVE NO REASON (KEEPING SECRETS)! I CAN SEE NO VALID REASON FOR ANY REQUIREMENT OF 210 KTS TO THE FINAL APCH FIX (ESPECIALLY AT NIGHT WITH RWY CONSTRUCTION). MY VLE/LO IS 200 KTS, AND NORMAL GEAR EXTENSION TIME CAN TAKE 25 SECONDS! SOUNDS LIKE A RWY OVERRUN IN THE MAKING. NO CAPT NEEDS A CTLR TO FLY FOR HIM/HER, ESPECIALLY AN IGNORANT, ILL-TRAINED HOT DOG CTLR.

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.