Narrative:

As our flight arrived in the sgf terminal area; radar showed several areas of moderate convective activity. One area was near the sgf VOR and caused us to choose an approach to runway 14 instead of runway 20. Along the final to runway 14; there was an area of WX a couple of mi northwest of bvrly and another small area a couple of mi northeast of reevz. The WX at the airport was good VFR with a light; steady breeze. ATC allowed us to maneuver clear of the WX with the intention that we would see the airport and execute a visual approach to runway 14. However; our shallow rate of descent while complying with the previously issued descent clearance; combined with the first officer's decision to maintain 250 KTS; made it difficult to maneuver within the available area. I told the first officer on 3 occasions to slow down; but the speed reduction either did not occur or was too slowly executed. We requested to proceed direct to bvrly and were cleared to do so; but the first officer chose to proceed direct to reevz. I hastily cleared this with ATC. We called the airport in sight and were cleared for a visual approach. However; we crossed reevz at approximately 5000 ft and 230 KTS. I became doubtful that a safe and stabilized approach would be possible if we proceeded straight in from that point; so I requested a left 360 degree turn and ATC approved. During the turn; the first officer made very clear his opinion that a 360 degree turn was a poor and unnecessary decision on my part because he believed that we would have been able to complete a stabilized approach. I didn't feel that the time was appropriate for such a discussion. The whole thing would have worked out fine if we had been level at our assigned altitude sooner and the controller's efforts were much appreciated.

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Original NASA ASRS Text

Title: FOLLOWING WX AVOIDANCE MANEUVERING; FLT CREW OF CARJ AND HIGH AND FAST AT THE FAF. AT THE CAPT'S DIRECTION; THE CREW EXECUTES A 360 DEG DSNDING TURN TO ACHIEVE STABILIZED APCH CRITERIA. FO; THE PF; TAKES EXCEPTION TO THE CAPT'S DECISION.

Narrative: AS OUR FLT ARRIVED IN THE SGF TERMINAL AREA; RADAR SHOWED SEVERAL AREAS OF MODERATE CONVECTIVE ACTIVITY. ONE AREA WAS NEAR THE SGF VOR AND CAUSED US TO CHOOSE AN APCH TO RWY 14 INSTEAD OF RWY 20. ALONG THE FINAL TO RWY 14; THERE WAS AN AREA OF WX A COUPLE OF MI NW OF BVRLY AND ANOTHER SMALL AREA A COUPLE OF MI NE OF REEVZ. THE WX AT THE ARPT WAS GOOD VFR WITH A LIGHT; STEADY BREEZE. ATC ALLOWED US TO MANEUVER CLR OF THE WX WITH THE INTENTION THAT WE WOULD SEE THE ARPT AND EXECUTE A VISUAL APCH TO RWY 14. HOWEVER; OUR SHALLOW RATE OF DSCNT WHILE COMPLYING WITH THE PREVIOUSLY ISSUED DSCNT CLRNC; COMBINED WITH THE FO'S DECISION TO MAINTAIN 250 KTS; MADE IT DIFFICULT TO MANEUVER WITHIN THE AVAILABLE AREA. I TOLD THE FO ON 3 OCCASIONS TO SLOW DOWN; BUT THE SPD REDUCTION EITHER DID NOT OCCUR OR WAS TOO SLOWLY EXECUTED. WE REQUESTED TO PROCEED DIRECT TO BVRLY AND WERE CLRED TO DO SO; BUT THE FO CHOSE TO PROCEED DIRECT TO REEVZ. I HASTILY CLRED THIS WITH ATC. WE CALLED THE ARPT IN SIGHT AND WERE CLRED FOR A VISUAL APCH. HOWEVER; WE CROSSED REEVZ AT APPROX 5000 FT AND 230 KTS. I BECAME DOUBTFUL THAT A SAFE AND STABILIZED APCH WOULD BE POSSIBLE IF WE PROCEEDED STRAIGHT IN FROM THAT POINT; SO I REQUESTED A L 360 DEG TURN AND ATC APPROVED. DURING THE TURN; THE FO MADE VERY CLR HIS OPINION THAT A 360 DEG TURN WAS A POOR AND UNNECESSARY DECISION ON MY PART BECAUSE HE BELIEVED THAT WE WOULD HAVE BEEN ABLE TO COMPLETE A STABILIZED APCH. I DIDN'T FEEL THAT THE TIME WAS APPROPRIATE FOR SUCH A DISCUSSION. THE WHOLE THING WOULD HAVE WORKED OUT FINE IF WE HAD BEEN LEVEL AT OUR ASSIGNED ALT SOONER AND THE CTLR'S EFFORTS WERE MUCH APPRECIATED.

Data retrieved from NASA's ASRS site as of January 2009 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.