Narrative:

Approximately 30 NM out from ewr, controller issuing vectors, descended us to 6000 ft from 7000 ft and advised us to slow to 210 KTS upon reaching 6000 ft. Handed off to final controller who continued to issue vectors into traffic pattern for landing on runway 22L. While on a southeasterly heading descending from 5000 ft to 4000 ft and inside of 15 mi from touchdown, we began slowdown and confign to 170 KTS. At this point, we were very high and fast for a normal landing profile. Controller asked our speed. We replied '170 KTS.' at this point, he lost his temper and proceeded to loudly and vociferously inform us we were assigned 210 KTS and that we were in violation of FARS. He then demanded that we call a phone number when we got on the ground. This was very distracting and caused both the captain and first officer to miss required callouts and checklists. Being an all-night flight, extra vigilance and attention to duties is imperative due to fatigue factors. Landing, however, was uneventful after side-stepping to runway 22R, even though we were vectored very high and fast. Ayron crossing altitude is 1482 ft MSL. 2-3 mi before ayron, we were still assigned 3000 ft and controller apparently still wanted 210 KTS. Controller had no concept of landing confign requirements and apparently deemed it more important to severely chastise us than to do his job of controling aircraft. If he had a problem with us, it would have been safer for him to inform us after landing to call him on the phone. Supplemental information from acn 433941: we were approximately 15 mi from touchdown. The captain began to slow the aircraft (B757-200) to 175 KIAS for landing confign. Approach control gave us a vector to intercept final inside of the teb VOR, then a descent to 4000 ft (teb crossing altitude 3500 ft/3000 ft). I replied we slowed to configure the aircraft for landing. The captain reiterated our reason for slowing and mentioned the procedure outlined in the aim. At this point we were 2-3 mi from the FAF, flew through the final course, and approximately 1000 ft above profile/GS. The captain wasn't able to get the aircraft in final landing confign and at final approach speed (135 KIAS) on GS until 500 ft AGL. I felt the controller showed a total disregard for safe operation of the aircraft. He tried to force us into an unsafe high and fast situation on 10-12 NM from landing. If flight conditions had not been VMC, there was no way the aircraft could have safely landed.

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Original NASA ASRS Text

Title: A B757-200 FLC IS CHASTISED BY THE N90 APCH CTLR FOR SLOWING THEIR ACFT UNDER THE 210 KTS ASSIGNED FOR THE VECTORED APCH INTO EWR, NJ.

Narrative: APPROX 30 NM OUT FROM EWR, CTLR ISSUING VECTORS, DSNDED US TO 6000 FT FROM 7000 FT AND ADVISED US TO SLOW TO 210 KTS UPON REACHING 6000 FT. HANDED OFF TO FINAL CTLR WHO CONTINUED TO ISSUE VECTORS INTO TFC PATTERN FOR LNDG ON RWY 22L. WHILE ON A SOUTHEASTERLY HEADING DSNDING FROM 5000 FT TO 4000 FT AND INSIDE OF 15 MI FROM TOUCHDOWN, WE BEGAN SLOWDOWN AND CONFIGN TO 170 KTS. AT THIS POINT, WE WERE VERY HIGH AND FAST FOR A NORMAL LNDG PROFILE. CTLR ASKED OUR SPD. WE REPLIED '170 KTS.' AT THIS POINT, HE LOST HIS TEMPER AND PROCEEDED TO LOUDLY AND VOCIFEROUSLY INFORM US WE WERE ASSIGNED 210 KTS AND THAT WE WERE IN VIOLATION OF FARS. HE THEN DEMANDED THAT WE CALL A PHONE NUMBER WHEN WE GOT ON THE GND. THIS WAS VERY DISTRACTING AND CAUSED BOTH THE CAPT AND FO TO MISS REQUIRED CALLOUTS AND CHKLISTS. BEING AN ALL-NIGHT FLT, EXTRA VIGILANCE AND ATTN TO DUTIES IS IMPERATIVE DUE TO FATIGUE FACTORS. LNDG, HOWEVER, WAS UNEVENTFUL AFTER SIDE-STEPPING TO RWY 22R, EVEN THOUGH WE WERE VECTORED VERY HIGH AND FAST. AYRON XING ALT IS 1482 FT MSL. 2-3 MI BEFORE AYRON, WE WERE STILL ASSIGNED 3000 FT AND CTLR APPARENTLY STILL WANTED 210 KTS. CTLR HAD NO CONCEPT OF LNDG CONFIGN REQUIREMENTS AND APPARENTLY DEEMED IT MORE IMPORTANT TO SEVERELY CHASTISE US THAN TO DO HIS JOB OF CTLING ACFT. IF HE HAD A PROB WITH US, IT WOULD HAVE BEEN SAFER FOR HIM TO INFORM US AFTER LNDG TO CALL HIM ON THE PHONE. SUPPLEMENTAL INFO FROM ACN 433941: WE WERE APPROX 15 MI FROM TOUCHDOWN. THE CAPT BEGAN TO SLOW THE ACFT (B757-200) TO 175 KIAS FOR LNDG CONFIGN. APCH CTL GAVE US A VECTOR TO INTERCEPT FINAL INSIDE OF THE TEB VOR, THEN A DSCNT TO 4000 FT (TEB XING ALT 3500 FT/3000 FT). I REPLIED WE SLOWED TO CONFIGURE THE ACFT FOR LNDG. THE CAPT REITERATED OUR REASON FOR SLOWING AND MENTIONED THE PROC OUTLINED IN THE AIM. AT THIS POINT WE WERE 2-3 MI FROM THE FAF, FLEW THROUGH THE FINAL COURSE, AND APPROX 1000 FT ABOVE PROFILE/GS. THE CAPT WASN'T ABLE TO GET THE ACFT IN FINAL LNDG CONFIGN AND AT FINAL APCH SPD (135 KIAS) ON GS UNTIL 500 FT AGL. I FELT THE CTLR SHOWED A TOTAL DISREGARD FOR SAFE OP OF THE ACFT. HE TRIED TO FORCE US INTO AN UNSAFE HIGH AND FAST SIT ON 10-12 NM FROM LNDG. IF FLT CONDITIONS HAD NOT BEEN VMC, THERE WAS NO WAY THE ACFT COULD HAVE SAFELY LANDED.

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.