Narrative:

When we first checked in with oma approach; they asked us to keep our speed up because we were number one. Two other aircraft checked in behind us. Soon after the check-in we were told to descend to 4000 feet. We were at 250 knots about 20 miles away from the airport. Once abeam the tall antennas that are northwest of the field we were told to descend to 3500 feet. Speed was 250 knots at approximately 13 NM and we were beginning to slow at this point. Also at this point; we stated that we had the airport in sight. We were cleared for the visual approach to runway 14R. We had the ILS 14R in the box as a backup. We leveled at 2400 feet about 3 NM from zatar and slowed through 220 knots and flaps 1. At about 2 NM we were still at approximately 200 knots and slowing with speed brakes deployed. Several things happened simultaneously and we descended below glideslope. Flaps were set at the appropriate speeds and the landing checklist called for. At about 3 NM from the field we noticed the glideslope deviation and began getting the 'glideslope' aural warning. I immediately corrected and pulled the nose to level. I recall seeing 1600 feet MSL on the altimeter somewhere between 2 - 3 miles from the runway threshold which was approximately 200 to 300 feet low. The landing checklist was completed and we were back on glide slope by 500 feet. The landing itself was smooth and we exited the runway.I should have told [ATC] that we needed to slow sooner. I should have had better awareness of our proximity to the airport. That would have prevented trying to slow down while going down and prevented the excessive descent. A go-around when glideslope warning were sounded should have been initiated. Several lessons have been learned from this.

Related reports:

Google
 

Original NASA ASRS Text

Title: A320 flight crew reported descending below the glideslope on approach to OMA; citing ATC requests to keep speed up as contributing.

Narrative: When we first checked in with OMA approach; they asked us to keep our speed up because we were number one. Two other aircraft checked in behind us. Soon after the check-in we were told to descend to 4000 feet. We were at 250 knots about 20 miles away from the airport. Once abeam the tall antennas that are northwest of the field we were told to descend to 3500 feet. Speed was 250 knots at approximately 13 NM and we were beginning to slow at this point. Also at this point; we stated that we had the airport in sight. We were cleared for the visual approach to runway 14R. We had the ILS 14R in the box as a backup. We leveled at 2400 feet about 3 NM from ZATAR and slowed through 220 knots and flaps 1. At about 2 NM we were still at approximately 200 knots and slowing with speed brakes deployed. Several things happened simultaneously and we descended below glideslope. Flaps were set at the appropriate speeds and the Landing checklist called for. At about 3 NM from the field we noticed the glideslope deviation and began getting the 'glideslope' aural warning. I immediately corrected and pulled the nose to level. I recall seeing 1600 feet MSL on the altimeter somewhere between 2 - 3 miles from the runway threshold which was approximately 200 to 300 feet low. The Landing checklist was completed and we were back on glide slope by 500 feet. The landing itself was smooth and we exited the runway.I should have told [ATC] that we needed to slow sooner. I should have had better awareness of our proximity to the airport. That would have prevented trying to slow down while going down and prevented the excessive descent. A go-around when glideslope warning were sounded should have been initiated. Several lessons have been learned from this.

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.