Narrative:

I am writing this report because after landing in dtw I was instructed by dtw ground control to phone the dtw TRACON. I spoke to a supervisor during our phone conversation he told me he was going to file an airspeed deviation on us because when we were told by his final controller to maintain 180K until 5-mile final. After our initial descent into dtw; we were handed over to approach control. The controller informed us that we were being vectored to a visual to runway 22R. Abeam the field on downwind we were at 8000 ft assigned. A short time later; 3-5 miles past the field; we were told to slow to 180 KTS and descend to 4000 ft. The first officer slowed; we selected flaps 5; and began the descent. At approximately 10-11 miles on downwind we were given a base turn. Immediately the first officer called for the gear in an attempt to increase our descent rate while maintaining 180 KTS approximately 7000 ft. We maintained 180 KTS through the turn. When we picked up the runway we were approximately 7-9 mile final and about 5000 ft. It was then I called visual on the runway. The controller then told us we were cleared for the visual for runway 22R and to maintain 180 KTS until 5-mile final. I immediately told him we were unable to maintain the 180K clearance. At that point the controller canceled our clearance and vectored back around for an uneventful approach and landing to 22R. During the time we were picking up the runway; we knew we were high on glideslope and our only chance for a stabilized approach was to slow down and to configure the aircraft with flaps 40. We were also discussing the probability of a go-around. This is without a doubt one of the worst vectors to final in my 35+ years of flying. It was very obvious that the controller did not have a good understanding of what it takes to descend a B737NG aircraft from an 8000 ft downwind; nor did he understand the dynamics of slowing and descending at the same time.

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Original NASA ASRS Text

Title: A B737NG flight crew was unable to comply with ATC speed restrictions when turned to final close in and high. ATC threatened penalties.

Narrative: I am writing this report because after landing in DTW I was instructed by DTW Ground Control to phone the DTW TRACON. I spoke to a Supervisor during our phone conversation he told me he was going to file an airspeed deviation on us because when we were told by his final Controller to maintain 180K until 5-mile final. After our initial descent into DTW; we were handed over to Approach Control. The Controller informed us that we were being vectored to a visual to Runway 22R. Abeam the field on downwind we were at 8000 FT assigned. A short time later; 3-5 miles past the field; we were told to slow to 180 KTS and descend to 4000 FT. The First Officer slowed; we selected Flaps 5; and began the descent. At approximately 10-11 miles on downwind we were given a base turn. Immediately the First Officer called for the gear in an attempt to increase our descent rate while maintaining 180 KTS approximately 7000 FT. We maintained 180 KTS through the turn. When we picked up the runway we were approximately 7-9 mile final and about 5000 FT. It was then I called visual on the runway. The Controller then told us we were cleared for the visual for Runway 22R and to maintain 180 KTS until 5-mile final. I immediately told him we were unable to maintain the 180K clearance. At that point the Controller canceled our clearance and vectored back around for an uneventful approach and landing to 22R. During the time we were picking up the runway; we knew we were high on glideslope and our only chance for a stabilized approach was to slow down and to configure the aircraft with Flaps 40. We were also discussing the probability of a go-around. This is without a doubt one of the worst vectors to final in my 35+ years of flying. It was very obvious that the Controller did not have a good understanding of what it takes to descend a B737NG aircraft from an 8000 FT downwind; nor did he understand the dynamics of slowing and descending at the same time.

Data retrieved from NASA's ASRS site as of April 2012 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.