THE WX WAS 1300 FT OVCST AND 3 MI RAIN; SNOW AND FOG. THE CLRNC WAS TO 3000 FT WITH A LAST MIN CHANGE CLBING THROUGH 1600 FT TO LEVEL AT 2000 FT. THE HIGH RATE OF CLB PROMPTED A 300 FT OVERSHOOT. THE CTLR WAS TRYING TO BE HELPFUL AND EXPEDITE THE FLT FROM JFK TO LGA.

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AS A RESTR CAPT I WAS CALLED BEFORE XA00 FOR AN XE00 SIGN-IN FOR A JFK/LGA FERRY FLT. WX AT DEP WAS 1300 FT BROKEN 3 MI IN RAIN; SNOW AND FOG; GUSTING WINDS. CLRNC WAS A R TURN TO 100 DEGS AND CLB TO 3000 FT. PASSING 1600 FT THE CTLR TOLD US TO LEVEL 2000 FT. LEVELED 2300 FT AND THEN COMPLIED WITH THE AMENDED CLRNC. EXECUTED UNEVENTFUL LNDG AT LGA. AFTER LNDG CALLED JFK DEP CTLR TO DISCUSS THE POTENTIAL PROBS AND HAZARDS ASSOCIATED WITH LAST MIN CLRNCS. I WAS CONCERNED BECAUSE HE WAS TOTALLY UNAWARE OF MAX PWR TKOFS WITH NO PAX; MINIMUM SLEEP; INEXPERIENCED CREWS FLYING IN POOR WX. THIS CTLR ALSO TRIED TO SLAM DUNK US INTO LGA AND THIS CREW DID NOT ACCEPT ANY SUCH CLRNCS. WE WOULD NOT ALLOW THE CTLR TO MANIPULATE THIS CREW AT ALL. TO SAY THE LEAST; WE HAD TO DETAIL OUR INTENTIONS ON SEVERAL OCCASIONS BECAUSE I DID NOT WANT TO RUSH. FORTUNATELY; WE DISCUSSED PRIOR TO TKOF ALL ASPECTS OF THE FLT INCLUDING TKOF AND LNDG RESTRS AS A NEW CAPT. SUPPLEMENTAL INFO FROM ACN 332909: CAPT WAS FLYING; CLBING 6000 FPM. WE STOPPED OUR CLB AT 2300 FT AND DSNDED TO 2000 FT. LANDED AT LGA UNEVENTFULLY. WE CALLED THE CTLR AFTER LNDG AND HE APOLOGIZED. NO HARM DONE. PLTS SHOULD NOT ALLOW CTLRS TO RUSH THEM ON AN APCH. MANY FACTORS CAME INTO PLAY TODAY WHICH COULD HAVE CAUSED PROBS. ATIS WAS CALLING RWY 31L THE ACTIVE RWY; EVEN THOUGH IT HAD 1 INCH OF SLUSH -- ILLEGAL. WE HAD A RESTR CAPT AND DUE TO THE NASTY SNOW AND HIGH WINDS AT LGA HE WAS NOT LEGAL TO FLY THE PUBLISHED APCH INTO LGA UNTIL THE WX IMPROVED. MAX PWR TKOF MAGNIFIED THE PROB. FINALLY; BECAUSE IT IS ROUTINE TO RUSH A FERRY FLT; THE CTLR TRIED TO GIVE US AN INTERMEDIATE LEVELOFF TO LAND MORE QUICKLY.