Narrative:

Starting approach into lax well past midnight our time. Because of fog we are preparing for a CAT 3 approach. Just outside konzi approach says '... Cleared for the profile descent; cleared approach; slow to 270 knots'. Shortly thereafter approach says '... Maintain 320 KTS or greater'. We maintain 320 until 10;000 ft on profile where we slow to 250 KTS and continue descent. Near fuelr I advised approach we needed to reduce speed. Controller replied 'negative; keep speed 250'. He proceeds to dictate speeds of 220; then 190; then 170 to the marker. The use of gear down; flaps 20 and speed brakes are required to maintain glideslope and slow. Planned configured and stabilized approach criteria are met but no margin for error. Socal often puts aircraft in this box with very little margin for error. If controller says unable to slow; am I to call missed approach 25 miles from the airport? Do the best I can until unable to configure by 1;000 ft and then go around? If an aircraft needs to slow during approach; ATC is usually able to comply and; if necessary; slow any aircraft behind; why not socal? I know approach does not care what kind of day I've had or how new on the airplane I am or that it's a CAT 3 approach and the crew is fatigued; but when I say I need to slow; I mean I need to slow; it is not a request. I have great respect for all ATC controllers and they do a great job -- including socal -- but I believe they forget flight crews are in the best position to decide how the aircraft needs to be operated. They also may not be familiar with company procedures which require stabilized approaches and that doing so demands earlier configuration of airspeed.

Google
 

Original NASA ASRS Text

Title: A B757 Captain reported that airspeed assignments from SCT on the profile approaches to LAX were not compatible with the flight crew's need for complying with airline mandated stabilized approach criteria.

Narrative: Starting approach into LAX well past midnight our time. Because of fog we are preparing for a CAT 3 approach. Just outside KONZI approach says '... cleared for the profile descent; cleared approach; slow to 270 knots'. Shortly thereafter approach says '... maintain 320 KTS or greater'. We maintain 320 until 10;000 FT on profile where we slow to 250 KTS and continue descent. Near FUELR I advised approach we needed to reduce speed. Controller replied 'negative; keep speed 250'. He proceeds to dictate speeds of 220; then 190; then 170 to the marker. The use of gear down; flaps 20 and speed brakes are required to maintain glideslope and slow. Planned configured and stabilized approach criteria are met but NO margin for error. SOCAL often puts aircraft in this box with very little margin for error. If Controller says unable to slow; am I to call missed approach 25 miles from the airport? Do the best I can until unable to configure by 1;000 FT and then go around? If an aircraft needs to slow during approach; ATC is usually able to comply and; if necessary; slow any aircraft behind; why not SOCAL? I know Approach does not care what kind of day I've had or how new on the airplane I am or that it's a CAT 3 approach and the crew is fatigued; but when I say I need to slow; I mean I need to slow; it is not a request. I have great respect for all ATC Controllers and they do a great job -- including SOCAL -- but I believe they forget flight crews are in the best position to decide how the aircraft needs to be operated. They also may not be familiar with company procedures which require stabilized approaches and that doing so demands earlier configuration of airspeed.

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.