Narrative:

I was plting an LR60 and was given descent clearance from FL230 to cross 40 mi north of atl at 8000 ft. I programmed the computer for this crossing. However, a change in routing was given which shortened our time to make the crossing, hence we increased rate of descent and speed which worked since the controller asked us to maintain best forward speed. Approaching 10000 ft we slowed to 250 KTS and informed the controller that we would miss the 8000 ft crossing. He gave us a new frequency and heading for vectors to final at pdk. During the vectors he asked what our speed was, we replied 250 KTS. He said we should be at 200 KTS. We said we were not given this speed restr ('best forward speed'). He replied far rule (200 KTS below TCA airspace). This is a human factor issue: having flown to every TCA in the country on occasion, I feel it is the exception (at atl) to hear a controller respond so abruptly about a rule and infraction when indeed we are trying our best to help traffic flow and feel we are responding correctly to altitude, heading vectors. My concern is maintaining safe altitudes above terrain and watching for traffic. TCASII: adding a TCA class B chart (radial/distance) altitudes and speeds to an already busy cockpit in the approach phase only unnecessarily adds confusion. We should have seen more 'southern hospitality' with respect to informing us when we went below the TCA or re-entered it with respect to vectors to final, at which point we would comply with speed restrs.

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Original NASA ASRS Text

Title: CTLR TELLS CPR LR60 ON VECTORS AT 250 KTS THAT THEY SHOULD BE AT 200 KTS BELOW CLASS B AIRSPACE.

Narrative: I WAS PLTING AN LR60 AND WAS GIVEN DSCNT CLRNC FROM FL230 TO CROSS 40 MI N OF ATL AT 8000 FT. I PROGRAMMED THE COMPUTER FOR THIS XING. HOWEVER, A CHANGE IN ROUTING WAS GIVEN WHICH SHORTENED OUR TIME TO MAKE THE XING, HENCE WE INCREASED RATE OF DSCNT AND SPD WHICH WORKED SINCE THE CTLR ASKED US TO MAINTAIN BEST FORWARD SPD. APCHING 10000 FT WE SLOWED TO 250 KTS AND INFORMED THE CTLR THAT WE WOULD MISS THE 8000 FT XING. HE GAVE US A NEW FREQ AND HDG FOR VECTORS TO FINAL AT PDK. DURING THE VECTORS HE ASKED WHAT OUR SPD WAS, WE REPLIED 250 KTS. HE SAID WE SHOULD BE AT 200 KTS. WE SAID WE WERE NOT GIVEN THIS SPD RESTR ('BEST FORWARD SPD'). HE REPLIED FAR RULE (200 KTS BELOW TCA AIRSPACE). THIS IS A HUMAN FACTOR ISSUE: HAVING FLOWN TO EVERY TCA IN THE COUNTRY ON OCCASION, I FEEL IT IS THE EXCEPTION (AT ATL) TO HEAR A CTLR RESPOND SO ABRUPTLY ABOUT A RULE AND INFRACTION WHEN INDEED WE ARE TRYING OUR BEST TO HELP TFC FLOW AND FEEL WE ARE RESPONDING CORRECTLY TO ALT, HDG VECTORS. MY CONCERN IS MAINTAINING SAFE ALTS ABOVE TERRAIN AND WATCHING FOR TFC. TCASII: ADDING A TCA CLASS B CHART (RADIAL/DISTANCE) ALTS AND SPDS TO AN ALREADY BUSY COCKPIT IN THE APCH PHASE ONLY UNNECESSARILY ADDS CONFUSION. WE SHOULD HAVE SEEN MORE 'SOUTHERN HOSPITALITY' WITH RESPECT TO INFORMING US WHEN WE WENT BELOW THE TCA OR RE-ENTERED IT WITH RESPECT TO VECTORS TO FINAL, AT WHICH POINT WE WOULD COMPLY WITH SPD RESTRS.

Data retrieved from NASA's ASRS site as of July 2007 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.