Adam, decide what it is you are comfortable doing, and then when asked by the controller, tell him/her, then and this is the important part.
DO WHAT YOU TELL THEM YOU WILL DO.
Seems to me you have two choices.
1) don't do anything any differently than you would at any class D airport. If this is what you are comfortable with, then tell them what you can do. They will work you in somehow. You have as much right to be there as the airliner --> oh it's an angel flight, perhaps you have more right to be there.
or
2) accomodate their need for speed. To do this you will need to understand your airplane, I haven't flown a lance since 1982 so I don't remember the numbers, but I recall that it was no slouch.
Know
i) what is your best level speed - you may even wish to consider using a power setting that is higher than normal cruise (keeping in mind any a/c limitations).
ii) what is your best speed downhill clean - if it is smooth air are you comfortable in the yellow arc or you do you not even want to go there? If it is not smooth then you are looking at Vno as the max speed you'll fly.
iii) know the effect your drag devices have on IAS. When the gear comes down how much speed do you lose? When the flaps are at each setting how much speed do you lose? You are probably looking at 15 kias for the gear and 5 kias for each flap extension, but you need to figure it out for real.
Knowing all of the above, construct approach profiles you are comfortable with. You'll need two of them if you are playing the speed game.
Call them the long downhill and the chop and drop.
The long downhill is what you get when they put you on the approach far outside the OM and say "give me your best speed to the marker, cleared for the ILS 4L approach, say what speed that will be." [Now is the time to say a real number 160 or 150 or whatever it is, no weasley 'I'll do the best I can'. Give the controller something to work with.] For this profile you need to keep your speed up to the marker and then slow down. Lance's are not particularly slippery so you may be able to do this without leveling off, but play with it ahead of time. If you are going to need to level briefly then you want to get that part started before the marker. Here is one possible wayt to make it work. You are turned on the approach ten miles outside the marker. When you are 1/2 mile from the marker you dip 1 dot below and then power back (off), level off or start a shallow climb just as you get to the marker. When you get to gear speed (I think it is much higher than flaps 5 speed) you drop the gear and start down the slope. You may be about 1/2 dot high by now, but that is okay. Do not fixate on the gear as soon as the switch is down you need to get the slope under control. Don't chase the slope but try not to get any higher. About the same time you are doing all this the approach controller is going to switch you to tower. Fly the airplane first, talk when you have time. The rest of the way down is up to you. With the gear out you can pretty much fly whatever speed you are comfortable, with or without flaps and know it will be fairly easy to slow down. Don't be a hero, at 500' agl or 500' above DH if it is IMC start slowing to your landing speed. When you get on the runway get off as soon as you can keeping in mind you are driving a tricycle.
500' is an important altitude. You want to be at Vref +10 and slowing to your Vref speed. You need to confirm the gear (a final GUMP check) and you need to know that you are cleared to land.
the chop and drop is basically the same thing without the need to dip below the slope. In the chop and drop the controller vectors you into the approach just outside or at the marker (they may even ask if you'll accept that) they will probably have you level at the g/s intercept altitutude or similarly low. You do not want to be high during any of this, excess altitude will turn into unwanted airspeed later when you are trying to slow. When they give you a descent go there, quickly, crisply, smoothly. I shoot for 1000 fpm. The important thing is you don't get above the slope or else this becomes a much more difficult exercise. When the controller turns you on to the final at the marker you'll need to roll out and start down all at the same time, you also need the gear going down. If you need to, you can dip below the slope and then bleed off the speed the way you did above.
None of this is difficult except the first time you do it. So practice it before hand or just tell them you can only do 120 or whatever to the marker. BE SAFE.
Remember, glide slope is the whole glide slope, not just the center. There is nothing wrong with flying it a half dot high all the way down as a wake turbulence precaution. There is nothing legally wrong with being a half dot or one dot or one and one half dots low outside the marker, even for the airline types.
The most important thing though is figure out what you are comfortable with and then do what you tell them you will do.
Have fun.
I dont' like going into ORD but I do on a fairly regular basis (can you say Ka-CHING!?). At least in the Seneca, I can make it work.
