ATC leveled a B737-800 at 6;000 ft for traffic and once cleared for the ILS 24R the crew was rushed ...

Narrative:

Flew ILS 24R at lax. ATC leveled us off at 6;000 ft MSL for traffic with speed at 210 KIAS for about 5 miles. This caused a rushed approach and landing; where we broke out at approx 1;500 ft. To get down we had to accelerate rapidly to be within parameters and turned off automation. At one point we discussed going around but all deviations were corrected or pointed out. I elected to land 30 flaps in lieu of 40 flaps as briefed since we were stabilized at that flap setting (30) and would not have been stabilized at 1;000 ft in landing configuration if we had selected flaps 40. We had to use drag devices; flaps and gear to get down on the entire approach at their upper limits vs. The lower limits.in retrospect; I wish that I had asked for a 360 turn or a breakout/rerun to slow things down. I allowed ATC to put me into a situation where I thought I could recover and still maintain all sops. In the future I now have some parameters outside the final approach fix to draw upon where I will say unable request 360 or vectors for new approach.

Original NASA ASRS Text

Title: ATC leveled a B737-800 at 6;000 FT for traffic and once cleared for the ILS 24R the crew was rushed for the approach and landing preparation after become VMC at about 1;500 FT.

Narrative: Flew ILS 24R at LAX. ATC leveled us off at 6;000 FT MSL for traffic with speed at 210 KIAS for about 5 miles. This caused a rushed approach and landing; where we broke out at approx 1;500 FT. To get down we had to accelerate rapidly to be within parameters and turned off automation. At one point we discussed going around but all deviations were corrected or pointed out. I elected to land 30 flaps in lieu of 40 flaps as briefed since we were stabilized at that flap setting (30) and would not have been stabilized at 1;000 FT in landing configuration if we had selected flaps 40. We had to use drag devices; flaps and gear to get down on the entire approach at their upper limits vs. the lower limits.In retrospect; I wish that I had asked for a 360 turn or a breakout/rerun to slow things down. I allowed ATC to put me into a situation where I thought I could recover and still maintain all SOPs. In the future I now have some parameters outside the final approach fix to draw upon where I will say unable request 360 or vectors for new approach.

Data retrieved from NASA's ASRS site as of July 2013 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.

Attributes
ACN	1093678
Time
Date	201306
Local Time Of Day	0601-1200
Place
Locale Reference	SCT.TRACON
State Reference	CA
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	B737-800
Operating Under FAR Part	Part 121
Flight Phase	Landing
Flight Plan	IFR
Person 1
Function	Captain Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Total 10000
Events
Anomaly	ATC Issue All Types Deviation - Procedural Published Material / Policy Inflight Event / Encounter Unstabilized Approach

ATC leveled a B737-800 at 6;000 ft for traffic and once cleared for the ILS 24R the crew was rushed for the approach and landing preparation after become VMC at about 1;500 ft.