A G550 captain reports being cleared to maintain 210 knots to the FAF for the ILS to 19 at teb. He a...

Narrative:

We were on arrival into teb airport being vectored for the approach to runway 19. Approach control assigned us 210 knots while being vectored for the ILS. We were getting close to the FAF and were getting concerned that we needed to slow down to get stabilized for the approach; so we requested a speed reduction. Approach then advised we needed to maintain 210 knots to the FAF. We advised we would be unable and needed to slow. We were ignored. We then asked to slow again and were told to maintain 210 to the FAF. We then just advised ATC we were unable and were slowing to approach speed. We were then told to contact the tower. My first issue (minor) is that we were underneath the class B airspace and also about to enter class D; so 200 knots would be our max speed. But more importantly; there is no way a large jet can make a stabilized approach from the FAF while at a speed of 210 knots. This is setting up flight crews for runway excursions. The FAA runway safety team is advocating the importance of making stabilized approaches; but then ATC is pushing aircraft to approach with too much airspeed (a known cause of runway excursions). I hope that air traffic controllers can be trained to understand the importance of stabilized approaches and understand the needs of pilots to operate safely.

Original NASA ASRS Text

Title: A G550 Captain reports being cleared to maintain 210 knots to the FAF for the ILS to 19 at TEB. He asks to slow prior to the 1;500 foot FAF to allow for a stabilized approach and is ignored.

Narrative: We were on arrival into TEB airport being vectored for the approach to Runway 19. Approach control assigned us 210 Knots while being vectored for the ILS. We were getting close to the FAF and were getting concerned that we needed to slow down to get stabilized for the approach; so we requested a speed reduction. Approach then advised we needed to maintain 210 knots to the FAF. We advised we would be unable and needed to slow. We were ignored. We then asked to slow again and were told to maintain 210 to the FAF. We then just advised ATC we were unable and were slowing to approach speed. We were then told to contact the tower. My first issue (minor) is that we were underneath the Class B airspace and also about to enter Class D; so 200 Knots would be our max speed. But more importantly; there is no way a large jet can make a stabilized approach from the FAF while at a speed of 210 knots. This is setting up flight crews for runway excursions. The FAA runway safety team is advocating the importance of making stabilized approaches; but then ATC is pushing aircraft to approach with too much airspeed (a known cause of runway excursions). I hope that Air Traffic Controllers can be trained to understand the importance of stabilized approaches and understand the needs of pilots to operate safely.

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	1284070
Time
Date	201507
Local Time Of Day	1801-2400
Place
Locale Reference	TEB.Airport
State Reference	NY
Environment
Flight Conditions	VMC
Light	Dusk
Aircraft 1
Make Model Name	Gulfstream V / G500 / G550
Operating Under FAR Part	Part 91
Flight Phase	Final Approach
Route In Use	Vectors
Flight Plan	IFR
Person 1
Function	Captain Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine
Experience	Flight Crew Last 90 Days 50 Flight Crew Total 9800 Flight Crew Type 3500
Events
Anomaly	ATC Issue All Types Deviation - Procedural Published Material / Policy Deviation - Procedural Clearance Deviation - Speed All Types

A G550 captain reports being cleared to maintain 210 knots to the FAF for the ILS to 19 at teb. He asks to slow prior to the 1;500 foot FAF to allow for a stabilized approach and is ignored.