Narrative:

We were proceeding in accordance with flight plan via at 37000 feet. We were cleared direct urnos to cross no earlier than XX13Z for traffic separation. Slowing sufficiently required a lower altitude; so we requested lower and were cleared to 20000 feet. We were switched from central america control to el salvador approach 119.9. The frequency interference was intense; improving gradually closer to sal. Apparently a commercial broadcast overlaps the frequency resulting in constant; extreme intrusion jamming at altitude. The controller vectored us southeast from urnos and cleared us to descend to 12000 feet and to maintain 230 knots; and expect 'the VOR/DME Z runway 07.' ATIS stated to expect the VOR/DME Z runway 07 which is an arcing procedure north of the airfield.we repeatedly confirmed the approach with ATC who nonetheless continued vectoring us to an indeterminate point. We were cleared for further descent; slowed to 210 knots. The captain flying; stepped down in consult with the first officer according to the 20-1R page. Past the arc we queried controller as to which procedure to expect and were told we will be assigned one north of the VOR. These off route vectors; low speeds; and altitudes were assigned to allow two aircraft a great distance behind us to pass to the west and execute the normal arcing approach north of the airport. We were assigned a 225 heading after the CAT VOR and cleared to descend to 4000 feet. The captain noted the vector closely overlaps the VOR/DME Y 07 and loaded that approach for backup vertical guidance. We requested clearance for the VOR/DME Y runway 07 approach; but were assigned continued vectors and descents. The controller had to be prompted repeatedly for each step down and turn; finally granting approach clearance on a base turn vector.while it was a black moonless night; visibility allowed a safe base turn to final in visual conditions. This controller was definitely playing a childish game with traffic sequencing; leaving our aircraft and passengers' safety in the balance in mountainous terrain. His unprofessional demeanor left us completely untrusting of the safety of his vectors and altitudes in a hazardous environment. I appreciate ATC controllers who dispassionately facilitate safe traffic flow. Unfortunately; this man is not in that class. I urge a review of the events of last night; so that a similar unsafe situation may be avoided in the future. I further note that the runway 07 PAPI is inoperative with non-precision approaches in use; providing no cues for terminal vertical guidance. ATC re-sequenced our aircraft on descent in a mountainous terminal area; apparently to play favorites. Review this occurrence and take appropriate corrective action.

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Original NASA ASRS Text

Title: B737-800 Captain reported that while on approach to a foreign airport they were unnecessarily delay vectored and slowed down by ATC to allow other aircraft go ahead of them.

Narrative: We were proceeding in accordance with flight plan via at 37000 feet. We were cleared direct URNOS to cross no earlier than XX13Z for traffic separation. Slowing sufficiently required a lower altitude; so we requested lower and were cleared to 20000 feet. We were switched from Central America Control to El Salvador Approach 119.9. The frequency interference was intense; improving gradually closer to SAL. Apparently a commercial broadcast overlaps the frequency resulting in constant; extreme intrusion jamming at altitude. The Controller vectored us southeast from URNOS and cleared us to descend to 12000 feet and to maintain 230 knots; and expect 'the VOR/DME Z Runway 07.' ATIS stated to expect the VOR/DME Z Runway 07 which is an arcing procedure north of the airfield.We repeatedly confirmed the approach with ATC who nonetheless continued vectoring us to an indeterminate point. We were cleared for further descent; slowed to 210 knots. The Captain Flying; stepped down in consult with the First Officer according to the 20-1R page. Past the arc we queried controller as to which procedure to expect and were told we will be assigned one north of the VOR. These off route vectors; low speeds; and altitudes were assigned to allow two aircraft a great distance behind us to pass to the west and execute the normal arcing approach north of the airport. We were assigned a 225 heading after the CAT VOR and cleared to descend to 4000 feet. The Captain noted the vector closely overlaps the VOR/DME Y 07 and loaded that approach for backup vertical guidance. We requested clearance for the VOR/DME Y Runway 07 approach; but were assigned continued vectors and descents. The Controller had to be prompted repeatedly for each step down and turn; finally granting approach clearance on a base turn vector.While it was a black moonless night; visibility allowed a safe base turn to final in visual conditions. This controller was definitely playing a childish game with traffic sequencing; leaving our aircraft and passengers' safety in the balance in mountainous terrain. His unprofessional demeanor left us completely untrusting of the safety of his vectors and altitudes in a hazardous environment. I appreciate ATC controllers who dispassionately facilitate safe traffic flow. Unfortunately; this man is not in that class. I urge a review of the events of last night; so that a similar unsafe situation may be avoided in the future. I further note that the Runway 07 PAPI is inoperative with non-precision approaches in use; providing no cues for terminal vertical guidance. ATC re-sequenced our aircraft on descent in a mountainous terminal area; apparently to play favorites. Review this occurrence and take appropriate corrective action.

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.