@Del Prado: This problem is more(only?) apparent with A319/320 and A330.
Good to hear ATCs point of view.
160kts to 4nm is usually achievable, but it depends on conditions.
Different companies have different Stabilisation criteria - some of which are more strict than others. Pilots try to avoid interviews with management as much as possible !
Airbus FBW have just four flap/slat configs between clean and full, Boeings have eight, so Airbus have to slow down for longer between configs. Less config obviously means less drag.
The A330 and Sharklet A320s are very slippery.
Fuel efficiency considerations obviously mean trying to use less thrust and less drag on approach. Going from 160kts at 4nm to Vapp (~135kts) at 1000’ can be tight if not at max configuration.
Using speed brakes when partially configured on shortish finals is untidy and PF should have their inboard hand on the thrust levers by then and be concentrating on the tracking and the landing point. So an extended speed brake lever could get forgotten - a potentially dangerous situation.*
*Yes, I know speed brakes should retract in Airbus FBW if TOGA is selected.