Narrative:

We were at the end of a long trip and were eager to get home. We were cleared direct to honon IAF with the first razorback approach controller; and were on a very straight path to the fix. We switched frequencies and with our new controller ended up staying at 8;000 MSL for quite some time due to traffic. We could see the traffic on TCAS and the controller cleared one aircraft for approach to nearby xna and another aircraft for visual approach to asg. But we were still high. And it didn't seem like ATC had a total grip on where we were. We got a descent...but it still wasn't a good descent for our position. The pilot not flying (PNF) thought we'd be ok if we slowed down and configured with spoilers. We were cleared for the approach in a fairly hurried manner outside honon; but still had almost 2;000 feet to descend to be on profile; which we did. But because we had to have anti-ice on; our idle was higher and we didn't slow down very quickly. The rest of our approach was very busy with configuration changes to get the aircraft slowed down in the descent. We were switched over to tower frequency; but because the PNF was so focused on speeds for configuration changes; we ended up getting a clearance to land from tower without us calling them first. What would have changed this entire situation? If I would have been more assertive and suggested we tell the controller 'unable' when cleared for the approach and asked for box vectors and a more reasonable descent. Instead of thinking; 'yeah; I can do this...' I should have been thinking; 'take this abnormal descent; and make it normal and stable.'

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Original NASA ASRS Text

Title: Corporate jet First Officer reported a near unstable approach to ROG airport after ATC gave them instructions that were difficult to execute during the arrival.

Narrative: We were at the end of a long trip and were eager to get home. We were cleared direct to HONON IAF with the first Razorback Approach Controller; and were on a very straight path to the fix. We switched frequencies and with our new controller ended up staying at 8;000 MSL for quite some time due to traffic. We could see the traffic on TCAS and the controller cleared one aircraft for approach to nearby XNA and another aircraft for visual approach to ASG. But we were still high. And it didn't seem like ATC had a total grip on where we were. We got a descent...but it still wasn't a good descent for our position. The pilot not flying (PNF) thought we'd be ok if we slowed down and configured with spoilers. We were cleared for the approach in a fairly hurried manner outside HONON; but still had almost 2;000 feet to descend to be on profile; which we did. But because we had to have anti-ice on; our idle was higher and we didn't slow down very quickly. The rest of our approach was very busy with configuration changes to get the aircraft slowed down in the descent. We were switched over to Tower frequency; but because the PNF was so focused on speeds for configuration changes; we ended up getting a clearance to land from Tower without us calling them first. What would have changed this entire situation? If I would have been more assertive and suggested we tell the controller 'unable' when cleared for the approach and asked for box vectors and a more reasonable descent. Instead of thinking; 'yeah; I can do this...' I should have been thinking; 'take this abnormal descent; and make it normal and stable.'

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.