B737 captain reported he was put into an unstabilized approach situation when ATC held him high on t...

Narrative:

Approaching san jose; oakland center cleared us to descend via the SILCN1 arrival. At around 24;000 ft; he handed us off to norcal approach. He was surprised and angry to learn that we had been cleared to 'descend via;' and stopped our descent at 20;000 ft. We leveled off at 20;000 ft; and immediately went above the descent profile; where we remained until 500 ft AGL. He was working other traffic; a lear; crossing below us at around 17;000 ft. When we were clear of that traffic; he cleared us to descend via the arrival. I explained that we were too high at that point to make the runway if we followed the arrival routing so he slowed us to 250 knots; and handed us off to the next lower controller. I explained our situation to the next controller; who; as we reached 10;000 ft; cleared us 'speed your discretion.' I explained that would do no good; as the speed limit below 10 was 250 knots; which we were already at. He vectored us off the arrival; and across the final approach course. He then asked if we saw the field; which we did; and he cleared us the visual approach. I told him we were still high; and might not be able to make the runway. Then he told the other carrier md-80 behind us to follow us; and also cleared the visual. The other carrier replied that we were much too high for them to follow us. We configured to gear down and flaps 40; and worked our way down toward a normal glideslope; which we finally intercepted at 500 feet. We then made a normal landing and cleared the runway just as the other carrier touched down. If we are going to fly rnp stars; we need to be cleared to descend via the arrival as soon as possible; and need to be able to adhere to the published speeds and altitudes. If we get high; or slow; we cannot make the descent profile; and need to be cleared some other form of arrival. There is very little margin in the published arrivals for a 737 to be able to recapture the profile and none if slowed below the published speeds. We spend the entire time trying to get back on profile; distracting us from checklists that need to be accomplished; and detracting from a stabilized approach. It compromises safety.

Original NASA ASRS Text

Title: B737 Captain reported he was put into an unstabilized approach situation when ATC held him high on the SILCN1 arrival into SJC. Reporter commented that deviations from 'cleared via' clearances often cause problems.

Narrative: Approaching San Jose; Oakland Center cleared us to descend via the SILCN1 Arrival. At around 24;000 FT; he handed us off to NorCal Approach. He was surprised and angry to learn that we had been cleared to 'descend via;' and stopped our descent at 20;000 FT. We leveled off at 20;000 FT; and immediately went above the descent profile; where we remained until 500 FT AGL. He was working other traffic; a Lear; crossing below us at around 17;000 FT. When we were clear of that traffic; he cleared us to descend via the arrival. I explained that we were too high at that point to make the runway if we followed the arrival routing so he slowed us to 250 knots; and handed us off to the next lower Controller. I explained our situation to the next Controller; who; as we reached 10;000 FT; cleared us 'speed your discretion.' I explained that would do no good; as the speed limit below 10 was 250 knots; which we were already at. He vectored us off the arrival; and across the final approach course. He then asked if we saw the field; which we did; and he cleared us the visual approach. I told him we were still high; and might not be able to make the runway. Then he told the other carrier MD-80 behind us to follow us; and also cleared the visual. The other carrier replied that we were much too high for them to follow us. We configured to gear down and flaps 40; and worked our way down toward a normal glideslope; which we finally intercepted at 500 feet. We then made a normal landing and cleared the runway just as the other carrier touched down. If we are going to fly RNP STARs; we need to be cleared to descend via the arrival as soon as possible; and need to be able to adhere to the published speeds and altitudes. If we get high; or slow; we cannot make the descent profile; and need to be cleared some other form of arrival. There is very little margin in the published arrivals for a 737 to be able to recapture the profile and none if slowed below the published speeds. We spend the entire time trying to get back on profile; distracting us from checklists that need to be accomplished; and detracting from a stabilized approach. It compromises safety.

Data retrieved from NASA's ASRS site 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	1274356
Time
Date	201506
Local Time Of Day	0601-1200
Place
Locale Reference	SJC.Airport
State Reference	CA
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	B737 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	Descent Initial Approach
Route In Use	STAR SILCN1
Flight Plan	IFR
Person 1
Function	Captain Pilot Not Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 151 Flight Crew Type 16000
Events
Anomaly	ATC Issue All Types Inflight Event / Encounter Unstabilized Approach

B737 captain reported he was put into an unstabilized approach situation when ATC held him high on the SILCN1 arrival into sjc. Reporter commented that deviations from 'cleared via' clearances often cause problems.