Narrative:

I was being vectored to the ILS runway 23 approach to clt. The approach controller asked me to maintain 180 KTS. I complied until I intercepted the GS. I reduced power to lower the landing gear on GS interception (normal procedure for the pc-12). Maximum gear extension speed/maximum speed while extended is 177 KTS and maximum speed for approach flaps (15 degrees) is 162 KTS. I then selected 15 degree flaps at about 150 KTS and then slowed to my normal approach at 120 KTS. At this point I remember being at around 3000 ft MSL (about 25% down the GS) when the controller asked in a threatening voice; 'aircraft X; what is your airspeed?' '120 KTS' was my answer. At that point; he became very angry -- something like; 'aircraft X; turn left to 090 degrees; climb to 5000 ft; I told you to maintain 180 KTS! There is another airplane overtaking you!' (his tone of voice and demeanor were threatening and really 'over the top.' it was definitely unprofessional.) at that point; I decided to not verbally wrestle with this bully; but I did let him know that 177 KTS was my maximum gear speed. Never got a chance to tell him about the flap speed; and thought 'is it the pilot's job to brief the approach controller on my airplane's limitations? I don't think so; but I would if given the chance.' he vectored me back to the ILS final. I kept my speed up to keep this guy of my back; lowered the gear and flaps at about 500-600 ft AGL. Landed safely to fly another day. This is just not a safe way to conduct an approach under any circumstances. What caused the problem? I can only make an informed guess(south): 1) the controller was ignorant of the pilatus pc-12 limitations; airspds; etc; or 2) if he did know; then he deliberately put me in a compromising situation by sequencing me in front of fast-moving B757 or whatever it was. 3) management obviously approves of the bully verbal behavior. The corollary would be 'train like you fly; and fly like you train.' 4) the cynical view would be 'are these controllers and their mgrs in the airline's back pocket?' 'GA/private aviation be damned.' 'just get out of our way.' there's no doubt that the controllers were very busy. To give you some perspective; I have 40 yrs of pilot experience to include tankers; fighters; cargo and passenger aircraft -- overwater; artic; you name it. I cannot remember any situation or communication with any controller that came anywhere near what the experience was at clt. What's the solution? Choosing up sides and throwing down the gauntlet is not the answer. Do controllers review the general performance characteristics of the airplanes they control? Does the FAA have some sort of 'charm school?' they should!

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Original NASA ASRS Text

Title: PC12 ON APCH TO CLT SLOWS TO REQUIRED ACFT PERFORMANCE SPD AND IS CHALLENGED BY ATC FOR NOT COMPLYING WITH INSTRUCTIONS.

Narrative: I WAS BEING VECTORED TO THE ILS RWY 23 APCH TO CLT. THE APCH CTLR ASKED ME TO MAINTAIN 180 KTS. I COMPLIED UNTIL I INTERCEPTED THE GS. I REDUCED PWR TO LOWER THE LNDG GEAR ON GS INTERCEPTION (NORMAL PROC FOR THE PC-12). MAX GEAR EXTENSION SPD/MAX SPD WHILE EXTENDED IS 177 KTS AND MAX SPD FOR APCH FLAPS (15 DEGS) IS 162 KTS. I THEN SELECTED 15 DEG FLAPS AT ABOUT 150 KTS AND THEN SLOWED TO MY NORMAL APCH AT 120 KTS. AT THIS POINT I REMEMBER BEING AT AROUND 3000 FT MSL (ABOUT 25% DOWN THE GS) WHEN THE CTLR ASKED IN A THREATENING VOICE; 'ACFT X; WHAT IS YOUR AIRSPD?' '120 KTS' WAS MY ANSWER. AT THAT POINT; HE BECAME VERY ANGRY -- SOMETHING LIKE; 'ACFT X; TURN L TO 090 DEGS; CLB TO 5000 FT; I TOLD YOU TO MAINTAIN 180 KTS! THERE IS ANOTHER AIRPLANE OVERTAKING YOU!' (HIS TONE OF VOICE AND DEMEANOR WERE THREATENING AND REALLY 'OVER THE TOP.' IT WAS DEFINITELY UNPROFESSIONAL.) AT THAT POINT; I DECIDED TO NOT VERBALLY WRESTLE WITH THIS BULLY; BUT I DID LET HIM KNOW THAT 177 KTS WAS MY MAX GEAR SPD. NEVER GOT A CHANCE TO TELL HIM ABOUT THE FLAP SPD; AND THOUGHT 'IS IT THE PLT'S JOB TO BRIEF THE APCH CTLR ON MY AIRPLANE'S LIMITATIONS? I DON'T THINK SO; BUT I WOULD IF GIVEN THE CHANCE.' HE VECTORED ME BACK TO THE ILS FINAL. I KEPT MY SPD UP TO KEEP THIS GUY OF MY BACK; LOWERED THE GEAR AND FLAPS AT ABOUT 500-600 FT AGL. LANDED SAFELY TO FLY ANOTHER DAY. THIS IS JUST NOT A SAFE WAY TO CONDUCT AN APCH UNDER ANY CIRCUMSTANCES. WHAT CAUSED THE PROB? I CAN ONLY MAKE AN INFORMED GUESS(S): 1) THE CTLR WAS IGNORANT OF THE PILATUS PC-12 LIMITATIONS; AIRSPDS; ETC; OR 2) IF HE DID KNOW; THEN HE DELIBERATELY PUT ME IN A COMPROMISING SIT BY SEQUENCING ME IN FRONT OF FAST-MOVING B757 OR WHATEVER IT WAS. 3) MGMNT OBVIOUSLY APPROVES OF THE BULLY VERBAL BEHAVIOR. THE COROLLARY WOULD BE 'TRAIN LIKE YOU FLY; AND FLY LIKE YOU TRAIN.' 4) THE CYNICAL VIEW WOULD BE 'ARE THESE CTLRS AND THEIR MGRS IN THE AIRLINE'S BACK POCKET?' 'GA/PVT AVIATION BE DAMNED.' 'JUST GET OUT OF OUR WAY.' THERE'S NO DOUBT THAT THE CTLRS WERE VERY BUSY. TO GIVE YOU SOME PERSPECTIVE; I HAVE 40 YRS OF PLT EXPERIENCE TO INCLUDE TANKERS; FIGHTERS; CARGO AND PAX ACFT -- OVERWATER; ARTIC; YOU NAME IT. I CANNOT REMEMBER ANY SIT OR COM WITH ANY CTLR THAT CAME ANYWHERE NEAR WHAT THE EXPERIENCE WAS AT CLT. WHAT'S THE SOLUTION? CHOOSING UP SIDES AND THROWING DOWN THE GAUNTLET IS NOT THE ANSWER. DO CTLRS REVIEW THE GENERAL PERFORMANCE CHARACTERISTICS OF THE AIRPLANES THEY CTL? DOES THE FAA HAVE SOME SORT OF 'CHARM SCHOOL?' THEY SHOULD!

Data retrieved from NASA's ASRS site as of January 2009 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.