B777 FLT CREW INDICATES THAT SOCAL'S REQUEST TO MAINTAIN 3500 FT AND TO 'KEEP THE SPD UP' TO HUNDA INTXN; THEN DSND TO CAPTURE THE GS WHEN EXECUTING THE LAX RWY 25 ILS PROMOTES AN UNSTABILIZED APCH AND IS UNSAFE.

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THE APCH DESIGN FOR THE ILS RWY 25L AT LAX; PG 11-7; IS SET UP FOR AN INCIDENT OR ACCIDENT RESULTING FROM NOT BEING STABILIZED ON FINAL APCH. THE CAUTION ON PG 10-7W STATES; 'DO NOT FLY ILS RWY 25L GS PRIOR TO REACHING THE GS SYMBOL (FEATHER).' A LOOK AT THE PROFILE VIEW OF THE APCH LEADS ONE TO BELIEVE THAT IT IS NOT A PROBLEM TO COMPLY WITH THE CAUTION. JUST SIMPLY MAINTAIN 3500 FT UNTIL HUNDA; THEN DSND TO 3200 FT AND INTERCEPT THE GS. IT IS NOT CLEARLY EVIDENT; HOWEVER; THAT THE 3.0 DEG GS; IF EXTENDED AT 300 FT PER MILE FROM LIMMA; INTERSECTS HUNDA AT 3400 FT. IF THE ACFT MAKES A 'NORMAL' DSCNT RATE AFTER HUNDA; EITHER VNAV OR FLT LVL CHG; AND CAPTURES 3200 FT IT IS NOT POSSIBLE TO REACH THE GS FROM ABOVE WITHOUT FORCING THE ACFT TO DSND AT AN ABNORMALLY HIGH RATE. THIS IS FURTHER AGGRAVATED BY THE TYPICAL REQUEST BY ATC TO KEEP THE SPD UP ON THE ARR UNTIL HUNDA. TO MY KNOWLEDGE; THIS IS THE ONLY ARPT IN THE SYSTEM WHERE YOU HAVE TO CAPTURE THE GS OF AN ILS APCH FROM ABOVE. THIS IS EXTRAORDINARILY UNUSUAL; BUT THERE IS NO MENTION OF THIS FACT ON THE APCH DIAGRAM. FOR THOSE OF US WHO DO NOT REGULARLY FLY INTO LAX; I BELIEVE THIS IS A VERY SERIOUS TRAP THAT COULD HAVE DISASTROUS CONSEQUENCES.