I agree that speed control is vital in busy TMA's.When VMC,you can forego the profile to get the target speed.A lot of todays pilots dont know how to do this because:
a)they're SOP- fixated
b)they cant fly without an AP
c)they cant re-programme the MCP in a timely fashion to ensure speed gets priority over profile(thus keeping AP engaged)
Over-reliance on automation and SOP-fixation in busy TMA's lead to screw-ups.Examples:
a)You hear inexperienced pilots asking busy TMA's for descent because their VNAV profile is making them all panicky.ATC tells you when to descend!
b)Pilots ignoring the last assigned speed because their SOP says that they should be at some other speed
c)Pilots taking off with incorrect lateral nav data(probably after a late rwy/SID change)and blithely selecting LNAV and engaging the AP and watching the a/c turn the wrong goddamn way..they dont know anything else but the magenta track and so thats what they do.
d)Pilots selecting VNAV and then watching the aircraft level off at 3000' when you've been cleared to 5000'.
e)Pilots following a 757 3 behind and not doing their own vortex separation(keep high)..they cant fly without AP so the aircraft maintains glide and flies right into the wake.
If the only way to control speed is extra drag then use it as Phoenix suggested.Good God we can take the gear at 20 miles if we have to but its lousy airmanship.Speedbrake is ineffective at low speeds and is often limited by flap setting anyways.
If IMC,then profile is as critical as speed control and you've gotta do what it takes.