AFTER APCH CTLR CLRED FLC OF A DC10 FOR APCH FROM A RELATIVELY HIGH ALT; AND CLOSE IN; AND THEN AFTER THE FLC EXTENDED SPD BRAKES AND FLAPS ACCORDINGLY; THE CTLR CHANGED HIS MIND AND VECTORED THE DC10 OFF THE LOC TO LOSE ALT TO ASSURE SAFETY.

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WE WERE BEING VECTORED FOR A VISUAL APCH TO RWY 18L AT MEM. WE WERE SLIGHTLY HIGH DUE TO THE PREVIOUS CTLR NOT ALLOWING US TO DSND. APPROX 6000 FT MSL 7-8 MI OUT FROM THE RWY; THE CTLR CLRED US FOR THE VISUAL AND WE FELT WE COULD MAKE A STABILIZED APCH. I ASKED FOR SLATS EXTENDED AND HAD FULL SPD BRAKES OUT. ABOUT 6 MI OUT AND 4000 FT THE CTLR RESCINDED OUR CLRNC SAYING 'TURN L 090 DEGS; YOU'RE TOO CLOSE TO MAKE IT.' THE CAPT REPLIED 'WE COULD MAKE IT IF HE WOULD LET US CONTINUE.' THE CTLR SAID; 'NO; IT WOULDN'T BE A STABILIZED APCH.' THE CAPT SAID HE SHOULD BE THE ONE TO DETERMINE THAT. THE CTLR THEN SAID 'I'M CONCERNED ABOUT SAFETY' IMPLYING THAT WE WERE NOT. I OVERRODE THE AUTOPLT AND BEGAN TO TURN AND LEVEL OFF. WHILE CHANGING OUR CONFIGN BACK TO PUT SPD BRAKES UP; WE DSNDED TO ABOUT 2700 FT BEFORE I COULD GET BACK TO THE 3000 FT ASSIGNED. OUR COMPANY HAS A POLICY ABOUT BEING STABILIZED ON APCH BY 1000 FT IN IMC AND 500 FT VISUALLY. WE COULD HAVE EASILY DONE THIS. I FEEL OUR LAST MIN VECTOR/LEVELOFF AND FORCED CONFIGN CHANGE WAS MUCH MORE UNSAFE AND THE GAR DECISION SHOULD BE BEST LEFT TO THE AIR CREW NOT THE CTLR.