POORLY EXECUTED VISUAL APCH RESULTS IN STEEP; UNSTABILIZED FINAL APCH AND A LONG LNDG.

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THIS APCH AND LNDG WAS TOO MUCH. IT WAS STEEP AND IT WAS UNSTABLE. I ALLOWED MYSELF TO PUSH THE AIRPLANE TO ITS LIMIT OF CAPABILITY AND FOUND MYSELF OUTSIDE OF THE ENVELOPE OF SAFETY AND COMFORT. THE PROBLEM WAS ACCEPTING A STRAIGHT-IN LNDG RWY 12 AT PSP FROM 'MORON' INTXN (IRONIC...). APCH CTL WILL HOLD THE ACFT TO 14000 MSL UNTIL 'MORON' AND THEN ISSUE 8000 FT MSL AND SHORTLY THEREAFTER CLRNC FOR A VISUAL. I EXPECTED THIS; PLANNED MY APCH WELL AND BRIEFED MY CREW: SLOW TO 200 K AT 'MORON;' UPON RECEIVING LOWER ALT EXTEND FULL SPD BRAKES AND LOWER THE LNDG GEAR (ON THIS ACFT; SPD BRAKES AND GEAR IS THE WAY TO GET DOWN ONTO A 3 DEG PROFILE SAFELY AND COMFORTABLY.) THEN WIDEN OUT TO THE NE OF PSP AND MAKE A R HAND '180' TURN TO ENTER L BASE RWY 12.' I ALSO BEGAN THE EXECUTION EXTREMELY WELL BUT BY 3000 FT AGL I WAS BEGINNING TO 'SCRAMBLE' TO GET SLOWED DOWN AND I WAS STILL ABOVE A 3 DEG GLIDE PATH. I DIDN'T WIDEN OUT ENOUGH TO THE NE AND I DIDN'T START SLOWING TO FINAL APCH SPD SOON ENOUGH. I WAS OVERLY CONFIDENT THAT EVERYTHING WOULD FALL INTO PLACE. AS I REALIZED THAT I WAS GOING TO HAVE TO FIGHT THE AIRPLANE DOWN TO A POINT AT 500 FT AGL WHERE I WOULD BE STABLE; ON GLIDE PATH (3 BAR VASI); ON SPD; I MADE THE WRONG DECISION TO 'STAY WITH IT.' THE R DECISION WOULD HAVE BEEN TO REQUEST A L 360 DEG TURN AND IF THAT WAS UNAVAILABLE THEN MY 'BACKDOOR' WAY-OUT OF TROUBLE WOULD HAVE BEEN TO JUST TAKE THE DAMN THING AROUND. INSTEAD I FOUGHT THE AIRPLANE ALL THE WAY TO THE GND AND THE 82 DEG F TEMP MADE THE LAST FEW FT OF DSCNT; INTO A GREAT BIG FLOATER. I GOT IT STOPPED MOSTLY WITH BRAKES SINCE I WAS FULLY AWARE OF HOW MUCH RWY WAS AHEAD OF ME AND SPENT LITTLE TIME INSIDE THE COCKPIT ON LNDG SCANNING THE ENG INSTS FOR WX REVERSE EPR. THE NEXT TIME I ACCEPT A VISUAL TO RWY 2 AT PSP FROM MORON INTXN I WILL REQUEST TO DSND TO OVERHEAD THE AIRFIELD AND THEN MAKE A DSNDING L HAND TURN TO CTR L DOWNWIND.