Narrative:

While being vectored for a visual approach to 8L in iah; we called the airport in sight about 15 or so miles out while on a left base. The controller cleared us for the visual with instructions to maintain 3000 feet until 8 DME. Initially; this didn't seem unusual; as we get similar instructions up north; however; at the moment; I didn't consider that the field elevations were about 700 feet different between those airports and iah.anyway; as we approached 8 DME; I was thinking we were pretty high. I checked the plate and saw that the threshold DME was 1.7; so that basically puts us at about 6.3 miles from the airport at about 2;900 feet above field elevation (where we should be something closer to 1;800). I said something to the effect of 'I'm thinking go-around'. He said; 'agreed'. We initiated the go-around at about 2;300 feet and told the tower we're going around. We had 4;000 set in the altitude selector for the go-around; but the controller told us to maintain 2000. There was a moment as we reestablished ourselves for a descending go-around; and then took vectors back to the visual (they took us a little further out and allowed us to descend lower this time.)a new voice came on the radio momentarily (I'm assuming a supervisor) asking us why we went around and we told him at 8 DME; 3000 feet was too high to commence the approach; and briefly told him the 3 to 1 rule of thumb that we use for planning; but even s-turns would have to had to be aggressive at that point. Primary threats were the clearance (3000 feet until 8 DME); accepting the clearance (if I had pre-calculated the altitude; I could have caught it sooner); a descending go-around is also a threat; since it puts us in a condition that is reciprocal to our muscle memory of practicing go-arounds. Stepping back; there's the lesson in learning to say 'unable'; however; in this circumstance; I wasn't aware that we were having an issue until after I accepted the clearance. That said; when being given a 'maintain 'X' until'; it's a good idea to evaluate it.I've noticed this in newark frequently (ILS 22L) where we're given a speed until buzzd (which is about 1;500 feet on glideslope). On a non-xr aircraft; that gives you 500 feet to get from 180 (or whatever speed they've given you) to 145 to configure flaps 45.anyway; that said; my plan is to do the quick 3 to 1 math when I get these clearances to make sure I'm capable of it.

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Original NASA ASRS Text

Title: EMB-145LR Captain reported executing a go-around from an unstabilized approach to IAH after being given an unrealistically high crossing altitude near the airport.

Narrative: While being vectored for a visual approach to 8L in IAH; we called the airport in sight about 15 or so miles out while on a left base. The controller cleared us for the visual with instructions to maintain 3000 feet until 8 DME. Initially; this didn't seem unusual; as we get similar instructions up north; however; at the moment; I didn't consider that the field elevations were about 700 feet different between those airports and IAH.Anyway; as we approached 8 DME; I was thinking we were pretty high. I checked the plate and saw that the threshold DME was 1.7; so that basically puts us at about 6.3 miles from the airport at about 2;900 feet above field elevation (where we should be something closer to 1;800). I said something to the effect of 'I'm thinking go-around'. He said; 'Agreed'. We initiated the go-around at about 2;300 feet and told the tower we're going around. We had 4;000 set in the altitude selector for the go-around; but the controller told us to maintain 2000. There was a moment as we reestablished ourselves for a descending go-around; and then took vectors back to the visual (they took us a little further out and allowed us to descend lower this time.)A new voice came on the radio momentarily (I'm assuming a supervisor) asking us why we went around and we told him at 8 DME; 3000 feet was too high to commence the approach; and briefly told him the 3 to 1 rule of thumb that we use for planning; but even S-turns would have to had to be aggressive at that point. Primary threats were the clearance (3000 feet until 8 DME); accepting the clearance (if I had pre-calculated the altitude; I could have caught it sooner); A descending go-around is also a threat; since it puts us in a condition that is reciprocal to our muscle memory of practicing go-arounds. Stepping back; there's the lesson in learning to say 'unable'; however; in this circumstance; I wasn't aware that we were having an issue until after I accepted the clearance. That said; when being given a 'maintain 'X' until'; it's a good idea to evaluate it.I've noticed this in Newark frequently (ILS 22L) where we're given a speed until BUZZD (which is about 1;500 feet on glideslope). On a non-XR aircraft; that gives you 500 feet to get from 180 (or whatever speed they've given you) to 145 to configure flaps 45.Anyway; that said; my plan is to do the quick 3 to 1 math when I get these clearances to make sure I'm capable of it.

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.