About 1 mile from the localizer and about 7 miles from touchdown (an
estimate), approach turned me onto the localizer and told me to maintain
3,200 feet until established. Note the 2,228 ft GS intercept at the OM.

As ATC turned me to intercept the localizer I noticed that I was already
above the glideslope. Upon aligning with the localizer and still a mile or
two prior to the OM, the glideslope needle fell to to the bottom of the
scale. I began about a 750 fpm descent at about 100 kts to see if there
was any movement in the glideslope needle, but to no avail; it remained
pegged.

Thus, I declared a missed at about the OM and requested a second try,
stating that I was too high from the beginning.

What you are describing is far from rare. Basically, it's a bad vector
- or a vector geared to the convenience of the controller rather than
the pilot. I actually got one similar to what you are describing on my
ATP checkride. I was vectored all over creation, in and out of cloud.
I was given an intercept that was too tight and WAY too high (the GS
needle was pegged down as I was cleared before the LOC even came off
the peg). However, because I had minimal workload and was monitoring
my GPS, I could see the bad vector/altitude situation developing, and I
adjusted the power/speed accordingly. In other words, I reduced power
and slowed WAY down so I could drop down quickly.

When the clearance came, I reduced power even further, dumped the nose,
and dove for the intercept altitude at 1000 fpm. I had almost 2000 ft
to lose. It was the only way to be stabilized on altitude and on
airspeed as I crossed the marker. Had I needed time to decide what to
do as I got the clearance, I would still have been fighting it at the
outer marker.

All I can suggest in such a situation is this - slow down so you can
descend at a steeper angle, and start your descent as soon as the LOC
comes off the peg (don't wait for it to center). Or just do what you
did - call the miss and ask for better vectors.

Incidentally, during the second attempt ATC had me approaching the
localizer at a 90 degree angle from the northwest and didn't turn me until
just about on top of the localizer, which required a pass-through and
re-intercept on the other side. I realize that this tactic is used during
busy times to assist in spacing, but there were no other aircraft on the
approach.

My personal worst was a 110 degree intercept (at my home base EYQ for
NDB). I know how it goes. I was the only one on the approach too.

****ty vectors are part of the game. It's one of the things
professional pilots bitch about - and it's also something they take
pride in being able to handle.

Michael