Narrative:

On our initial descent into ZZZ the captain's [side] windshield was not heated and began to freeze. The captain visibility became impaired and resulted in him transferring the controls to the first officer. At that point; I acted as pilot flying and continued the approach into ZZZ. I was given a poor vector to the outer marker which aided in me being [slightly] high on the approach. At 1;300; [I] began to verbalize go-around and pilot monitoring stop me mid-sentence. During the visual approach into ZZZ; I was not stabilized by 1;000 above field elevation and recommended go-around. The pilot monitoring stated 'hold on; you are trending correctly and we should be okay.' we were stabilized by approximately 900 [feet]. Once we landed safely and slowed the aircraft; the captain asked me to continue taxiing since he had poor visibility on his side and my visibility was fine. We made it to the gate safely without incident. They then proceeded with contacting maintenance regarding the windshield. The captain open [his] side window to gain more visibility.the aircraft had too many mels and management could be more supportive versus citing intimidation during operations. We need to feel like a team and not 'I.' [I should] be more assertive with my go-around decision. Perhaps; I should have not continue to taxi although it was totally safe. In the future; I will not taxi a plane as a first officer no matter the situation. [I should] be more assertive with the captain about company time pressure when preparing for a flight. If I am rushed; I will be more assertive to [the] captain with stating that I am not prepared and I need more time to ensure I review all items and perform all necessary checks prior to flight.

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Original NASA ASRS Text

Title: A320 flight crew reported cockpit windshield heat was MELed and Captain's side window froze allowing no visibility from left hand side windows.

Narrative: On our initial descent into ZZZ the Captain's [side] windshield was not heated and began to freeze. The Captain visibility became impaired and resulted in him transferring the controls to the First Officer. At that point; I acted as Pilot Flying and continued the approach into ZZZ. I was given a poor vector to the outer marker which aided in me being [slightly] high on the approach. At 1;300; [I] began to verbalize go-around and Pilot Monitoring stop me mid-sentence. During the visual approach into ZZZ; I was not stabilized by 1;000 above field elevation and recommended go-around. The Pilot Monitoring stated 'hold on; you are trending correctly and we should be okay.' We were stabilized by approximately 900 [feet]. Once we landed safely and slowed the aircraft; the Captain asked me to continue taxiing since he had poor visibility on his side and my visibility was fine. We made it to the gate safely without incident. They then proceeded with contacting Maintenance regarding the windshield. The Captain open [his] side window to gain more visibility.The aircraft had too many MELs and Management could be more supportive versus citing intimidation during operations. We need to feel like a TEAM and not 'I.' [I should] be more assertive with my go-around decision. Perhaps; I should have not continue to taxi although it was totally safe. In the future; I will not taxi a plane as a First Officer no matter the situation. [I should] be more assertive with the Captain about Company time pressure when preparing for a flight. If I am rushed; I will be more assertive to [the] Captain with stating that I am not prepared and I need more time to ensure I review all items and perform all necessary checks prior to flight.

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.