Narrative:

Final approach controller at dfw gave us radar vector to intercept the final approach at 3000' until established on final. Our position at the time was 3 or 4 mi from OM. This was issued as our approach clearance. This vector was such that we would intercept the G/south before the localizer. MEA on approach segment at this point is 2300', when authority/authorized by ATC. On our vector heading we were heading directly at OM, which would have made us 600' high at OM. The autoplt started to intercept G/south before localizer. Starting down about 200' the descent was stopped and a better heading to intercept prior was made to the OM. The approach was completed with no further problems. I feel the controller's radar vector put us into such a position as to destabilize the approach close into the airport for the present meteorological conditions potentially causing a high rate of descent close to the ground. Supplemental information from acn 80581: controller gave us a heading to intercept final at 3000', 3 mi from OM cleared for approach runway 17L. Vector actually sent us direct to OM. G/south intercept altitude at OM is 2400' MSL. The aircraft was on autoplt with heading select for automatic approach. I stopped descent after about 250', 2750 AGL and held and turned right 15 degrees to intercept localizer quicker. I feel we were given a vector heading which did not let us establish ourselves far enough out on the approach segment for a stabilized approach in those WX conditions.

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Original NASA ASRS Text

Title: MLG BEING VECTORED FOR COUPLED ILS APCH AND FELT TURNON BY APCH CTL WAS POOR. ACFT DESCENDED BELOW ASSIGNED ALT PRIOR TO BEING ESTABLISHED ON LOCALIZER.

Narrative: FINAL APCH CTLR AT DFW GAVE US RADAR VECTOR TO INTERCEPT THE FINAL APCH AT 3000' UNTIL ESTABLISHED ON FINAL. OUR POS AT THE TIME WAS 3 OR 4 MI FROM OM. THIS WAS ISSUED AS OUR APCH CLRNC. THIS VECTOR WAS SUCH THAT WE WOULD INTERCEPT THE G/S BEFORE THE LOC. MEA ON APCH SEGMENT AT THIS POINT IS 2300', WHEN AUTH BY ATC. ON OUR VECTOR HDG WE WERE HDG DIRECTLY AT OM, WHICH WOULD HAVE MADE US 600' HIGH AT OM. THE AUTOPLT STARTED TO INTERCEPT G/S BEFORE LOC. STARTING DOWN ABOUT 200' THE DSCNT WAS STOPPED AND A BETTER HDG TO INTERCEPT PRIOR WAS MADE TO THE OM. THE APCH WAS COMPLETED WITH NO FURTHER PROBS. I FEEL THE CTLR'S RADAR VECTOR PUT US INTO SUCH A POS AS TO DESTABILIZE THE APCH CLOSE INTO THE ARPT FOR THE PRESENT METEOROLOGICAL CONDITIONS POTENTIALLY CAUSING A HIGH RATE OF DSCNT CLOSE TO THE GND. SUPPLEMENTAL INFO FROM ACN 80581: CTLR GAVE US A HDG TO INTERCEPT FINAL AT 3000', 3 MI FROM OM CLRED FOR APCH RWY 17L. VECTOR ACTUALLY SENT US DIRECT TO OM. G/S INTERCEPT ALT AT OM IS 2400' MSL. THE ACFT WAS ON AUTOPLT WITH HDG SELECT FOR AUTO APCH. I STOPPED DSCNT AFTER ABOUT 250', 2750 AGL AND HELD AND TURNED RIGHT 15 DEGS TO INTERCEPT LOC QUICKER. I FEEL WE WERE GIVEN A VECTOR HDG WHICH DID NOT LET US ESTABLISH OURSELVES FAR ENOUGH OUT ON THE APCH SEGMENT FOR A STABILIZED APCH IN THOSE WX CONDITIONS.

Data retrieved from NASA's ASRS site as of August 2007 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.