Narrative:

I refused approach clearance at rdu for a visual approach to runway 5R because I was placed in a position where I exceeded the capability of the aircraft to be able to descend the required amount and still fly a stabilized approach to the runway. We were vectored at 5000' to where we had a 3 mile base leg to a 1 1/2 - 2 mile final before being given descent clearance. Five to six flying miles is inadequate to slow from our assigned speed of 210 KTS and descend over 4000' and fly a stabilized approach (1000 FPM descent for the last 1000' at a constant airspeed). We feel that the noise abatement procedures that rdu approach has established requires us to operate our aircraft in a manner inconsistent with safe operating practices. The present ATC procedures require us to utilize very steep descents and steeper than normal deck angles which alarms the majority of the passengers. We see no reason why descent can't begin earlier as descending aircraft make almost no noise at idle power. There is also no reason why a slightly longer down wind and final approach segment could not be allowed to allow a safe rate of descent. These slam dunk approachs at rdu have been the subject of previous NASA reports. Note: we strongly recommend 3 flying miles be allowed for each 1000' of descent particularly in instrument conditions. Callback conversation with reporter revealed the following information: this has been a continuing problem at rdu. His company management has been trying to resolve the issue but to no avail so far. This has been set up as a noise abatement procedure only and this reporter feels this has developed into an unsafe approach. Has not discussed with local airport manager.

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Original NASA ASRS Text

Title: NOISE ABATEMENT PROC RESULTS IN ACFT BEING POSITIONED TOO CLOSE IN FOR A STABILIZED APCH.

Narrative: I REFUSED APCH CLRNC AT RDU FOR A VISUAL APCH TO RWY 5R BECAUSE I WAS PLACED IN A POSITION WHERE I EXCEEDED THE CAPABILITY OF THE ACFT TO BE ABLE TO DESCEND THE REQUIRED AMOUNT AND STILL FLY A STABILIZED APCH TO THE RWY. WE WERE VECTORED AT 5000' TO WHERE WE HAD A 3 MILE BASE LEG TO A 1 1/2 - 2 MILE FINAL BEFORE BEING GIVEN DESCENT CLRNC. FIVE TO SIX FLYING MILES IS INADEQUATE TO SLOW FROM OUR ASSIGNED SPEED OF 210 KTS AND DESCEND OVER 4000' AND FLY A STABILIZED APCH (1000 FPM DESCENT FOR THE LAST 1000' AT A CONSTANT AIRSPEED). WE FEEL THAT THE NOISE ABATEMENT PROCEDURES THAT RDU APCH HAS ESTABLISHED REQUIRES US TO OPERATE OUR ACFT IN A MANNER INCONSISTENT WITH SAFE OPERATING PRACTICES. THE PRESENT ATC PROCEDURES REQUIRE US TO UTILIZE VERY STEEP DESCENTS AND STEEPER THAN NORMAL DECK ANGLES WHICH ALARMS THE MAJORITY OF THE PASSENGERS. WE SEE NO REASON WHY DESCENT CAN'T BEGIN EARLIER AS DESCENDING ACFT MAKE ALMOST NO NOISE AT IDLE POWER. THERE IS ALSO NO REASON WHY A SLIGHTLY LONGER DOWN WIND AND FINAL APCH SEGMENT COULD NOT BE ALLOWED TO ALLOW A SAFE RATE OF DESCENT. THESE SLAM DUNK APCHS AT RDU HAVE BEEN THE SUBJECT OF PREVIOUS NASA REPORTS. NOTE: WE STRONGLY RECOMMEND 3 FLYING MILES BE ALLOWED FOR EACH 1000' OF DESCENT PARTICULARLY IN INSTRUMENT CONDITIONS. CALLBACK CONVERSATION WITH REPORTER REVEALED THE FOLLOWING INFORMATION: THIS HAS BEEN A CONTINUING PROBLEM AT RDU. HIS COMPANY MGMNT HAS BEEN TRYING TO RESOLVE THE ISSUE BUT TO NO AVAIL SO FAR. THIS HAS BEEN SET UP AS A NOISE ABATEMENT PROC ONLY AND THIS REPORTER FEELS THIS HAS DEVELOPED INTO AN UNSAFE APCH. HAS NOT DISCUSSED WITH LOCAL ARPT MGR.

Data retrieved from NASA's ASRS site as of August 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.