Narrative:

On the lynsy one RNAV arrival, ATC issued a northwest heading 320 degrees or 340 degrees) just outside of utare. Shortly after, heading or 280 degrees was issued and descent to 7000 ft, followed by visual approach clearance, 170 KTS or greater to 7 DME. This put the aircraft too high and too close to the airport, requiring the first officer to disengage autoplt, use full speed brakes, drop gear and flaps and dive for the runway. The RNAV arrs have been designed for optimum performance and efficiency. However, flight crew's are rarely allowed to fly the procedures and are repeatedly turned in close and high to the airport via radar vectors. I called the TRACON supervisor on duty and asked if other traffic was the reason we were turned in so close and high. The supervisor explained the controller would have to take us out farther in order to work us in. I explained that would have been more desirable to keep us on profile instead of slam-dunking. Through continued conversation, the supervisor explained the new procedures are not compatible with the airspace and create problems for the controllers. Also indicating most pilots want the quickest route to the airport. This continues to be the mindset of the controllers. Today's modern air carrier can go down or slow down, but can't do both (efficiently) at the same time. A better effort must take place by the controllers to allow the procedures to do what they are designed for.

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Original NASA ASRS Text

Title: FLC CONCERNED ABOUT ABBREVIATED ARR PROCS.

Narrative: ON THE LYNSY ONE RNAV ARR, ATC ISSUED A NW HEADING 320 DEGS OR 340 DEGS) JUST OUTSIDE OF UTARE. SHORTLY AFTER, HEADING OR 280 DEGS WAS ISSUED AND DSCNT TO 7000 FT, FOLLOWED BY VISUAL APCH CLRNC, 170 KTS OR GREATER TO 7 DME. THIS PUT THE ACFT TOO HIGH AND TOO CLOSE TO THE ARPT, REQUIRING THE FO TO DISENGAGE AUTOPLT, USE FULL SPD BRAKES, DROP GEAR AND FLAPS AND DIVE FOR THE RWY. THE RNAV ARRS HAVE BEEN DESIGNED FOR OPTIMUM PERFORMANCE AND EFFICIENCY. HOWEVER, FLC'S ARE RARELY ALLOWED TO FLY THE PROCS AND ARE REPEATEDLY TURNED IN CLOSE AND HIGH TO THE ARPT VIA RADAR VECTORS. I CALLED THE TRACON SUPVR ON DUTY AND ASKED IF OTHER TFC WAS THE REASON WE WERE TURNED IN SO CLOSE AND HIGH. THE SUPVR EXPLAINED THE CTLR WOULD HAVE TO TAKE US OUT FARTHER IN ORDER TO WORK US IN. I EXPLAINED THAT WOULD HAVE BEEN MORE DESIRABLE TO KEEP US ON PROFILE INSTEAD OF SLAM-DUNKING. THROUGH CONTINUED CONVERSATION, THE SUPVR EXPLAINED THE NEW PROCS ARE NOT COMPATIBLE WITH THE AIRSPACE AND CREATE PROBS FOR THE CTLRS. ALSO INDICATING MOST PLTS WANT THE QUICKEST RTE TO THE ARPT. THIS CONTINUES TO BE THE MINDSET OF THE CTLRS. TODAY'S MODERN ACR CAN GO DOWN OR SLOW DOWN, BUT CAN'T DO BOTH (EFFICIENTLY) AT THE SAME TIME. A BETTER EFFORT MUST TAKE PLACE BY THE CTLRS TO ALLOW THE PROCS TO DO WHAT THEY ARE DESIGNED FOR.

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.