ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
General None Reported / Taken
Human Factors; Procedure
We were vectored for an ILS 22L; held up and asked to hold 180 knots to the marker. The final vector put us between GIMEE (D7.8; 2;500 feet) and BUZZD (D4.6; 1;500 feet) at 2;500 feet. We were cleared 190 heading; 2;500 feet until established; 180 knots until BUZZD; cleared ILS 22L. Just prior to LOC capture we were cleared the visual to 22L (high and fast). At the 500 foot call we were on LOC and glideslope; a little fast but correcting. Crossing the threshold we were stabilized; on airspeed. Weather was VFR.
We were being vectored for the ILS 22L at EWR by NY Approach with lots of other traffic and asked to keep 210 knots for a great deal of the vectoring. Approximately 14 miles out; we were cleared to maintain 2;500 feet until intercepting the LOC; 180 knots to BUZZD; cleared for the ILS 22L and told to contact the Tower. This left us high and fast. We used speed brakes and configured the aircraft as we slowed; but at 500 feet; we were still about 15 knots above Vappr. The Tower had asked us to roll out past the usual turn-off at N or P2 and to use V to avoid getting caught behind the B757 that had landed prior to us. Because of this thinking; I chose not to call for a go-around. I believed; at that point; that going around and re-entering the busy NY airspace with another aircraft just departing 22R; was less safe than continuing to the landing. We crossed the threshold on speed with engines spooled up appropriately; and the remainder of the operation was uneventful. We tried too hard to meet the controller's airspeed and altitude instructions. We should not have accepted the turn inside of GIMEE unless we were farther away or already at 1;500 feet. The requirement to slow 30 to 40 knots and lose 1;000 feet of altitude that close in made it very difficult to meet the stabilized approach criteria. Had we dropped the gear first; before going to flaps 20; we might have made it easier on ourselves; but that changes our usual procedures; and I have found that particular change can lead to 'forgetting' the Before Landing Checklist.
A300 flight crew describes being vectored for the ILS 22L at EWR and kept high and fast; resulting in an unstabilized approach. The Captain elects to continue the approach rather than go-around due to traffic departing on the right runway.