Keep flight path, speed, thrust and configuration; or,

Recover the aircraft from a low energy or high energy situation, i.e., from:

Being too slow and/or too low; or,

Being too fast and/or too high.

Controlling the aircraft energy level consists in continuously controlling each parameter: airspeed, thrust, configuration and flight path, and in transiently trading one parameter for another.
Autopilot and flight director modes, aircraft instruments, warnings and protections are designed to assist the flight crew in these tasks.
Going Down and Slowing Down :  How Fast Can you Fly Down to the Marker?

A study by the U.S. NTSB acknowledges that maintaining a high airspeed down to the outer marker (OM) does not favor the capture of the glideslope beam by the autopilot or the aircraft stabilization at the defined stabilization height.
The study concludes that no speed restriction should be imposed when within 3 nm to 4 nm before the OM, mainly in instrument meteorological conditions (IMC).
Nevertheless, ATC requests for maintaining a high airspeed down to the marker (160 kt to 200 kt IAS typically) are frequent at high-density airports, to increase the aircraft landing rate.
The purpose of the following part is to:
Recall the definition of stabilization heights;

Illustrate the aircraft deceleration characteristics in level flight and on a 3-degree glide path; 

Provide guidelines for assessment of the maximum speed which, reasonably, can be maintained down to the marker, as a function of:

The distance from the OM to the runway threshold; and,

The desired stabilization height.

Stabilization Height

The definition and criteria for a stabilized approach are provided in the Flight Operations Briefing Note Flying Stabilized Approaches.
The minimum stabilization height must be:
　
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