HAWKER 1000 FO DSNDED THROUGH 10000 FT ABOVE THE MAX ALLOWED AIRSPD DUE TO THE SHORT DISTANCE TO THE XING RESTR FROM THE PREVIOUS FIX AT WHICH ATC HAD HELD THEM AT A HIGHER AIRSPD.

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WE WERE CLRED DIRECT TO THE YEAGR INTXN ON THE DUMPY 2 ARR INTO DAL. WE WERE TOLD TO CROSS YEAGR AT 9000 FT. APPROX 10 MINS LATER; APCH TOLD US TO STOP OUR DSCNT AT 11000 FT; WHICH WE DID. WE WERE THEN APPROX 7 MI FROM YEAGR AT 11000 FT AND 315 KTS. WE WERE THEN CLRED TO CROSS YEAGR AT 9000 FT. I TOLD APCH IT WAS GOING TO BE TIGHT TO MAKE THE RESTR. APCH ADVISED NO PROB; JUST DO THE BEST WE COULD. I WAS THE PNF WITH A JUNIOR CAPT FLYING. AS WE APCHED 10000 FT; I ADVISED HIM 250 KTS BELOW 10000 FT. HE WAS TRYING TO MEET THE XING RESTR WHICH RESULTED IN THE AIRSPD REMAINING AROUND 300 KTS. BY THE TIME WE PASSED THROUGH 10000 FT; OUR SPD WAS APPROX 275 KTS. I AGAIN TOLD HIM 250 KTS BELOW 10000 FT. HE FINALLY GOT THE AIRSPD UNDER CTL AT APPROX 9300 FT AT 250 KTS. WE WERE SWITCHED TO NEXT CTLR AND I ADVISED HER WE HAD A TIGHT RESTR. SHE ADVISED NO PROB AND START SLOWING TO 210 KTS. NEITHER CTLR HAD A PROB WITH US; BUT I ADVISED THE PF THAT HE COULD HAVE BEEN MORE AGGRESSIVE WITH DEPLOYING THE AIRBRAKES IN AN ATTEMPT TO GET RID OF THE EXTRA SPD SO WE COULD HAVE BEEN CLOSER TO 250 KTS AT 10000 FT. IT WAS A TIGHT RESTR EITHER WAY (250 KTS AT 10000 FT AND THE XING RESTR); BUT I FEEL WE COULD HAVE BEEN HANDLED BETTER.