Date: 201905
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was operating as First Officer and pilot monitoring on our leg into ZZZ. We were being vectored to final for Runway XX. The Controller told us to descend to 3000 ft. He told us he was sending us down early and that we would momentarily exit the Bravo airspace and he would let us know when we had re-entered. Once we re-entered the airspace he asked us to keep the speed up and if we had the airport in sight. At that time there was a rain shower over the airport and so we advised him that the airport was not in sight. He then gave us instructions to cross ZZZZZ at 2500 feet; 500 feet above the glide slope intercept altitude; and that we were cleared for the ILS XX. I am not sure what else he had going on but he thanked us for our help and then switched us over to Tower. I changed frequencies. The Captain asked for gear down and flaps. I checked in with Tower and we were cleared to land. I reached up and turned the taxi light on which is my 'Cleared to Land Reminder'. At this time the cockpit was very busy and was rushed as we got the plane ready for landing. We had rejoined the glideslope by 1400 feet and were stable for the 1000 foot call. I then gave the 500 foot call and looked up as I always do to make sure the all the lights were on; they were; which indicated we were cleared to land. I then asked the Captain if he wanted his windshield wipers on. He said he had the runway was insight and landing and that he did not need them. We landed normally. Upon roll out; the Tower told another aircraft landing on the intersecting runway to go around. At that point I momentarily questioned our landing clearance thinking that maybe we caused the go around so I immediately looked up to once again to see that all of our lights were on which indicated we had indeed received a clearance. I thought back to the approach because it was so rushed and although I remembered calling the Tower; I still questioned the landing clearance. However; we had all of the indicators and reminders that meant we were in fact cleared. Upon exiting the runway I called Tower for our taxi instructions. He told us to turn right on Echo and over to ramp. We were not advised of any wrong doing by the Tower. The flight was completed normally. We did not do anything wrong but for some reason I still questioned the clearance due to the commotion of the approach and the go around instructions issued to the other aircraft. The Controller trying to squeeze us into the airport by keeping us fast and high created a rushed atmosphere in the cockpit. Because of the rushed approach; everything seemed to blur together which is the only reason why I momentarily questioned the approach and landing. The plane was stable for the entire approach however the ATC instructions created extra workload for both of us pilots in the cockpit. We were compliant with ATC instructions to help them out however in the future if I am put into this situation again; it would be beneficial to ask ATC to break us off the approach and re-sequence us or even just go around to give us more time so that we don't feel like we are being pushed into a corner. Although the plane was stable and we did everything that was required of us; this is a perfect example of letting ATC fly your airplane. As mentioned above; I questioned the approach and landing after we touched down. I quickly let it roll off my back afterwards when I thought about the approach and confirmed that we had been stable for the approach and that we landed with all of our lights on which reinforced that we were cleared to land. However; like I mentioned; the rushed environment made everything seem to blend together.The cause of the confusion was the rushed instructions for the approach. We spent much of the time playing catch up. I usually expect ATC to give us weird instructions when landing Runway XY under visual conditions. Never have I had ATC leave us high on the ILS XX approach and then slam dunk us. It was unexpected.After we landed; I heard the Tower issue the go around to another airplane. That's when I looked up at our light panel to see that I had turned on all of our lights which means we had all of our clearances and did everything we were supposed to do. We continued the flight normally to the gate. After a trip when I return home; I often reflect on the trip and things that we did well and things that we could have improved on. This was one situation that seemed to stick with me. Although we were stable for the approach; cleared to land and completed the flight normally; this was one of those approaches where I definitely learned something. This was a perfect example of letting ATC fly your airplane. In the future if ATC decides to do this to us; we will comply as much as we can however if the approach begins to feel too rushed it would be beneficial to ask ATC for vectors back around for re-sequencing. The other thing is that if you have a question about ATC instructions; the best thing you can do is ask. It would have been beneficial to ask the Approach Controller why he was keeping us high. And although I had the lights on and a landing clearance; it would have been beneficial to ask the Tower again to confirm the landing clearance. This would have mitigated any confusion that occurred while feeling rushed on the approach. As someone who is still fairly new to 121 operations I feel very comfortable in my job however I am still learning things on a daily basis. As stated earlier; I don't believe we did anything wrong however; from this experience I realized how you can get tunnel vision very quickly when rushed. I learned to realize when this is happening and that when it is happening the best thing you can do when you're rushed is to actually slow down and be extra diligent to ensure everything is done correctly and without question.




Synopsis: EMB-145 First Officer reported nonstandard Approach Control handling resulting in flight crew being in a less than optimal position when cleared for approach. Flight crew 'played catch up' in a short time frame to complete a stable and safe landing.