THE ATIS ADVERTISED ILS TO RWY 36 DCA WITH GS OTS. THE APCH CTLR TOLD THE CREW TO PLAN FOR AN LDA DME TO RWY 18 WHICH IS NOT IN THE DATABASE. THE APCH HAD TO BE BUILT ADAPTED FROM THE LDA ROSSLYN RWY 18 APCH. AS THE APCH CTLR TURNED THE FLT TOWARD THE FINAL APCH COURSE HE CLRED THE CREW FOR A VOR RWY APCH.

Narrative

APCHING DCA THE ATIS ADVERTISED ILS RWY 36 (GS INOP). ABEAM THE ARPT ON DOWNWIND WE WERE ADVISED THAT WE WOULD BE DOING THE LDA (DME) RWY 18. AS PNF I PROGRAMMED THE FMC FOR THE LDA (DME) RWY 18. THE APCH IS NOT IN THE DATABASE SO IT REQUIRED AN ADAPTATION OF THE LDA ROSSLYN RWY 18. DURING THIS TIME THE APCH CTLR VECTORED US TOWARD THE FINAL APCH TO RWY 18. AS WE WERE TURNED TOWARD THE FINAL APCH COURSE; WE WERE CLRED FOR THE VOR RWY 18. ANOTHER FRANTIC REPROGRAMMING ENSUED WHILE WE WERE VECTORED INSIDE THE BONDS INTXN AT 3000 FT. WE WERE CLRED TO DSND A MI INSIDE BONDS AND CROSSED THE 7 MI FIX AT 2400 FT MSL; WHICH IS 300 FT HIGH. WE DID STABILIZE JUST BELOW 1000 FT AGL AND AT THAT TIME DSNDED BELOW THE CLOUDS TO VISUAL CONDITIONS. WHILE THE CTLR'S ACTIONS 'MOVED THE METAL' IT CAN ONLY BE CONSIDERED POOR TECHNIQUE. THE CTLR WAS RUSHED AND THE ENSUING REPROGRAMMINGS MADE THIS A SINGLE PLT OP WITH ACCOMPANYING TYPIST. HANDILY WE ARRIVED IN VMC JUST AS I WAS GETTING TO FEEL THAT A MISSED APCH WOULD BE IN ORDER FOR A STABLE INST APCH. IN THE FUTURE LESS 'RUSH' AND MORE STABILITY WILL BE MY MODE OF OP.