B738 refuses D10 180 KT speed restr due to close-in vector and WX factors at dfw.

Attributes
ACN	513952
Time
Date	200105
Day	Sun
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : dfw.airport
State Reference	TX
Altitude	agl single value : 2000
Environment
Flight Conditions	Mixed
Weather Elements	Thunderstorm Rain Turbulence
Light	Night
Aircraft 1
Controlling Facilities	tracon : d10.tracon
Operator	common carrier : air carrier
Make Model Name	B737-800
Operating Under FAR Part	Part 121
Flight Phase	descent : approach
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : multi engine pilot : instrument pilot : flight engineer pilot : commercial pilot : atp pilot : private
Experience	flight time last 90 days : 100 flight time total : 14000 flight time type : 100
ASRS Report	513952
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	other anomaly
Independent Detector	other flight crewa
Resolutory Action	controller : issued new clearance flight crew : took precautionary avoidance action flight crew : exited adverse environment
Supplementary
Problem Areas	Airport Weather Flight Crew Human Performance ATC Human Performance
Primary Problem	ATC Human Performance
Situations
ATC Facility	procedure or policy : d10.tracon

Narrative:

Received vector which appeared to point us at marker for ILS to runway 17C (expecting visual/ILS backup). Told to expect runway 17C and to maintain 180 KTS or greater to the marker. I reported we did not yet have the airport and could not maintain 180 KTS. Received a change then to runway 17R and was given the localizer frequency. After landing, noted another aircraft landing on runway 17C not so far behind us. High speed control to the marker, especially 180 KTS, is becoming too common across the united states. This will lead to unstabilized approachs. I would have preferred to go behind the other aircraft than to be 'pushed' in front of it with a short vector at the marker and high speed. This night was typical of when this pushing can become dangerous, ie, crossing centerline in close of runway 18 complex runways (opportunity to see wrong runway) and in turbulence, light rain and darkness with unrpted gusty wind front crossing field. Then a close-in runway change. High speed to the marker is not conducive to safety and stabilized approachs.

Original NASA ASRS Text

Title: B738 REFUSES D10 180 KT SPD RESTR DUE TO CLOSE-IN VECTOR AND WX FACTORS AT DFW.

Narrative: RECEIVED VECTOR WHICH APPEARED TO POINT US AT MARKER FOR ILS TO RWY 17C (EXPECTING VISUAL/ILS BACKUP). TOLD TO EXPECT RWY 17C AND TO MAINTAIN 180 KTS OR GREATER TO THE MARKER. I RPTED WE DID NOT YET HAVE THE ARPT AND COULD NOT MAINTAIN 180 KTS. RECEIVED A CHANGE THEN TO RWY 17R AND WAS GIVEN THE LOC FREQ. AFTER LNDG, NOTED ANOTHER ACFT LNDG ON RWY 17C NOT SO FAR BEHIND US. HIGH SPD CTL TO THE MARKER, ESPECIALLY 180 KTS, IS BECOMING TOO COMMON ACROSS THE UNITED STATES. THIS WILL LEAD TO UNSTABILIZED APCHS. I WOULD HAVE PREFERRED TO GO BEHIND THE OTHER ACFT THAN TO BE 'PUSHED' IN FRONT OF IT WITH A SHORT VECTOR AT THE MARKER AND HIGH SPD. THIS NIGHT WAS TYPICAL OF WHEN THIS PUSHING CAN BECOME DANGEROUS, IE, XING CTRLINE IN CLOSE OF RWY 18 COMPLEX RWYS (OPPORTUNITY TO SEE WRONG RWY) AND IN TURB, LIGHT RAIN AND DARKNESS WITH UNRPTED GUSTY WIND FRONT XING FIELD. THEN A CLOSE-IN RWY CHANGE. HIGH SPD TO THE MARKER IS NOT CONDUCIVE TO SAFETY AND STABILIZED APCHS.

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.