B737 Next Generation Undifferentiated
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Flight Crew Last 90 Days 128; Flight Crew Total 9335; Flight Crew Type 9335
Situational Awareness; Time Pressure; Workload; Distraction
ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
General None Reported / Taken
Airspace Structure; Procedure
During night VMC conditions; we were assigned to fly the VOR GPS B approach to 31L at PSP. This approach; we were told; was the only authorized approach into PSP due to a radar outage. We requested the RNAV Y (RNP) and were told 'unable' by ATC. This VOR approach that was flown had many threats embedded in it. This being the first time having flown this approach; I was unaware of its complexities. First; the approach makes you remain over 700 feet high on the 3 to 1 glide path at the final approach fix. We recognized this and configured early. The approach is also offset which places the aircraft in a trajectory toward rapidly rising terrain and a necessary descent rate of 1;900-1;500 FPM just to 'capture' the VASI. The outcome of the approach was successful without any GPWS alerts and we achieved stabilized approach criteria just in time to meet our 500 feet gate. It was a 'scramble' to achieve and certainly had many distractions such as trying to capture the glide path from above; rapid descent toward terrain and realigning with the runway. It seems to me that no CAT C or D aircraft should attempt this approach as you begin at the final approach fix way behind the stabilized approach criteria gate; I.E.; not in landing configuration and on glide path. Again; it leaves you 700 feet too high.On the ground; we queried ATC why we could not have flown either the RNAV visual or RNAV RNP and he stated it is the Local Control Tower policy to only allow VOR GPS B approaches to be flown during radar outages. There are no other restrictions on flying the RNAV's except 'local policy.'In the future; I would strongly urge [Company] to restrict our aircraft from flying the VOR GPS B as having seen it first hand; it is an approach with too many threats and a set up for failure (being forced to remain 700 feet high at final approach fix). I would not feel comfortable accepting this approach again.
B737 First Officer reported the VOR OR GPS-B approach to PSP increases the flight crew's workload and has the potential of creating an unstable approach for this category aircraft.