Dear experienced NG drivers.I am getting pretty familiar with the NGX I might say, I finally got acquainted with the VNAV system and how to twist the speed so that the plane flies the approach with time to bleed off speed etc.I am how ever having issues following the LAM procedure approach from LAM into rwys 09L/R. I also had an issue with 27L/R.For now lets focus on rwy 09L/R, the procedure calls for keeping 7000ft minimum until 30DME LAM and then next altitude is MINIMUM 6000ft at DME 34 LAM. My problem is that 5-8 NM later I should be on 4000 ft. and then capture the LOC at around 3000ft all with in 10-15 NM.It all sounds simple, but having the altitude come down with in these narrow windows AND bleed off speed so that base speed would be 190kt(per real world ops) and approach speed down to 160, is just not possible!My idea was to bleed off speed before being at the 30DME LAM(from 250kts to 210), then descend to 6000 as fast as possible, then bleed off more(from 210kts to 190) and then descend with 190kts to 3500 or 4000ft and then bleed off as much as I can down to 160.I was also struggling with AMS with their funny speed, gear and drag rules(which now are ever more present through out Europe).Any advice or even experience is greatly appreciated!PS. Is drag allowed? I mean spoilers.

Are you doing this all in VNAV? It should work as long as you are configuring early. Whether or not you use speed brakes is up to your company SOPs. Some don't allow speed brakes and flaps at the same time. Unless there is a restriction I missed, you could use landing gear as they make much better speed brakes.

It is not KLM virtual's rules that conflicts with this procedure.Here is from my airport info:Generel arrival 10-14 valid 29 JUN 11:"Speed control: Pilots should typically expect the following speed restrictions to be enforced: 220kt from the holding facility during the initial approach phase; 180kt on the base leg/closing heading to final approach; between 180kt and 160kt when established on final approach and thereafter; 160kt to 4D".Now that's the speed restrictions I try to simulate... Although for rwys 09L/R I use 250kt after holding at LAM, because of the distance covered.Now this is the second "rule" I try to uphold, which is the reason for my question regarding the use of spoilers:General Arrival 10-15 29 JUN 11"NOISE ABATEMENT PROCEDURES ARRIVALS:5.1:Arriving acft should use a continuous descent and low power, low drag operating procedures commensurate with ATC clearance. Where this is not practicable acft should maintain as high an altitude as possible, in addition when descending on the initial approach, thrust reductions should be achieved where possible by maintaining a "clean" acft configuration and by landing with reduced flap, provided that in all circumstances of the flight this is consistent with safe operation of the acft."I looked at a similar real life flight, KLM1007, and they began the descent way earlier than I did, and keeping the 250kt from holding at LAM, as I did!They descended to 4000ft before they reached 30D LAM then began to bleed off speed holding this altitude, the speed didn't come down to 190 until after 32D LAM on base leg!They went for a 09R ILS, and was doing 170 on ILS capture, they didn't slow down below 160 until around 4D.The 170kt on ILS capture is easy, also 160 until 4D, I learned that the hard way flying into AMS many times now, but reaching 3500ft and the initial 180-190kt on base is tricky.I will try to descend almost right after leaving the holding pattern.I remember also runway 27L/R is very very tricky as well. Reviewing real world patterns, I do believe that ATC understands the slippery B738WL!

Looking at the LAM approach charts into 9L/9R (copyright but public domain) http://www.ead.eurocontrol.int/eadbasic/pamslight-72514EC24CD9E6144A04F1ABF93E0B08/7FE5QZZF3FXUS/EN/Charts/AD/AIRAC/EG_AD_2_EGLL_7-13_en_2011-10-20.pdfand working backwards.You want to land at Vref (+wind) - fully configured, lets say 140kts.To do that you need to leave the FAF at 2,500ft at not much more then 150kts since you will only have 1 stage of flaps left you can use to slow down. (flaps 25 -> flaps30)The FAF is ~8NM after and 3,500ft below D34. That is a fairly steep descent so you wont expect to loose very much speed, even then you will be going from flaps 5 to flaps 25 and dropping the gear, lets be conservative and say 25 knots. (20 if there is a tailwind on this stretch, 30 for a headwind). That means you need to leave D34 at not much more then 175kts.To get to D34 from D30, is 1,000 ft in 4 miles, so a 10kt drop should be easy enough to manage.So that puts you at D34, at 7,000ft, at ~185 knots begining to extend your flaps and with a clear plan of what you will do and when to land like a pro.(All figures are approximates or wild guesses!)