FAILURE TO DSND TO MAKE XING ALTS. UNAUTH TURNS.

Narrative

ZFW GAVE US A CLRNC FROM FZT TO R4 INTXN TO DSND FROM 14000 FT TO 7000 FT. ATIS INFO WAS: 7000 FT OVCST; 7 MI VISIBILITY; WIND 130 DEGS AT 12 KTS; ALTIMETER 29.88; ACTIVE RWY 13. AT FZT PASSING 11000 FT WE CONTACTED APCH CTL AND WAS GIVEN CLRNC FOR VOR 4 CROSS CHEVY 3000 FT. WE HAD TO CHANGE OUR APCH PLATES TO VOR 4. WE FOUND CHEVY AND REALIZED WE COULD NOT MAKE CHEVY AT 3000 FT. WE BROKE OUT OF CLOUDS AT 6800 FT 5 MI FROM CHEVY. WE WERE ALSO SENT TO TWR. I ADVISED TWR I WAS VFR CONDITIONS AND WAS MAKING A DSNDING L-HAND TURN IN ORDER TO MAKE CHEVY AT 3000 FT AND LNDG RWY 4. I DID THIS TO MAKE THE LNDG AND BECAUSE IT WAS VFR CONDITIONS. I FEEL APCH CTL SHOULD NOT HAVE GIVEN US A CLRNC FOR VOR RWY 4 BECAUSE IT WAS IMPOSSIBLE TO MAKE THE DSCNT FROM 11000 FT TO 2000 FT WITHIN 15 MI. WE HAD A DSCNT OF 2500 FPM AND AIRSPD OF 220 KTS. IT TOOK ME 1 - 1 1/2 MINS TO GET INFO FOR VOR 4 AND REALIZE APCH CTL GAVE ME A BAD CLRNC. THE REASON I MADE A VFR DSNDING L TURN WAS BECAUSE I KNEW I WAS IN PROC TURN AIRSPACE AND DID NOT WANT TO CROSS CHEVY ABOVE 3000 FT. IF WE WOULD HAVE BEEN IMC WE WOULD HAVE HAD TO GO MISSED APCH AT 5000 FT. MAIN POINTS TO NOTE: 1) APCH SHOULD HAVE ASKED ME IF I COULD DSND FROM 11000 FT TO 3000 FT N 10 NM PRIOR TO GIVING ME A CLRNC. 2) ATIS INFO SHOULD INCLUDE VOR 4 IF APCH CTL IS ANTICIPATING GIVING CLRNC TO THAT RWY. 3) TYLER APCH SEEMS TO BE REMISS IN REALIZING TURBOJETS ARE FLYING AT SPDS OF 180 KTS AND ABOVE. 4) ALL COMPANY PLTS SHOULD BE BRIEFED ON TYLER APCH'S CONTINUOUS USE OF INTERMEDIATE FIXES AS CLRNC LIMIT POINTS AND ALT LIMITS. AT OUR AIRSPDS IT IS VERY DIFFICULT TO COMPLY.