Date: 201509
Local time of day: 1201-1800
Location: MFR.Airport, OR
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class E EUG
ATC / advisory: TRACON EUG
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Confusion
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Airport; Chart Or Publication; Human Factors; Procedure
Primary problem: Procedure

Narrative: Approach to Medford airport Oregon was the LOC BC DME-B which leads to RW 32 although the ceilings were 6500 foot with 10 miles visibility. Broke out just before FAF which was 7200 foot MSL 9 miles from runway. I had to do some s-turns and a steeper decent then normal which caused a couple TAWWS warnings; one was sink rate and the other was unstable. I had cockpit speaker mute on so the passengers heard none of this. These both came well before the stabilized approach altitude criteria; 1000 foot IFR and 500 VFR. I was stable by that time. We landed uneventfully and passengers were fine; they didn't appear to notice any additional maneuvering. Afterward I was wondering why I had to do this maneuvering as we were on published altitude at all fixes including the FAF. I looked more closely at the approach plate and saw the GP angle was 5.98. That explained it. This approach leads to runway 32; not 14. In the future I will look more closely at the GP angles. I usually do when I am a little more keyed up anticipating a fully IFR approach but I may have been a little more lax with the high ceilings and visibility. I also think that a note could be put in the feasibility notes for MFR to take note and be prepared for the high GP angle on this approach. The reason to look more closely at GP angles is just to be more mentally ready for them.


Second narrative: Approach into MFR. LOC/DME/BC B. Vectoring on to final. Broke out and saw runway at approximately 8700 and about 9 miles. I called runway in sight. Continued using BC for course guidance. Had difficult time getting aircraft slowed down for full configuration. Did 'S' turns on final in visual conditions to help. No windshear warnings from cockpit. Was able to get fully configured just inside FAF. Angle on approach was very steep 5.98. Did get some aural 'Too High' warnings but never felt out of control. We were stable by 500 feet.We were kind of jammed on this approach by Cascade ATC. Recommend training for all crews on this unusual procedure at Flight Safety. Recommend earlier configuration on this approach. Perhaps fully configured just inside IAF when vectored on to final.


Synopsis: A medium transport jet crew on approach to MFR needed S turns and activated TAWS during the LOC BC DME-B Runway 32. They were surprised by the 5.98 glide path angle discovered after landing.