Going back to the original question, as Arch Stanton says, aircraft manage it all the time! What you won`t get is a heavy jet reducing from 250kts to 180kts while also expediting descent. There are factors at play beyond just the performance capabilities of the aircraft too. The minimum clean (as in, flaps, slats and gear remain stowed) speed of a typical commercial jet aircraft can vary from approx 195kts (737NG, A320 family, light load) to approx 240kts (heavy load in 747). Pilots can be reluctant to reduce below those speeds unless they`re within 20 miles or so of landing.
There are techniques we can use to manage descent and speed control. Using a heading, for example, which won`t affect other aircraft to allow an aircraft to expedite descent while remaining fast. Rather than asking for reduced speed and descent at the same time, we can ask for descent THEN speed reduction. Where language commonality allows, we can add explanation - for instance that we will need a major speed reduction in x number of miles, therefore expedite descent now while you`re still fast.
In the case of turboprops, they have a massive pair (usually) of spinning speedbrakes which can allow a swift descent at almost any part of their speed range.
Aircraft can be operated more flexibly than used to be the case, and the least flexible aircraft of all are the simulated variety! Many experienced controllers found that certain simulator blip drivers way out west in a country noted for snow would do the Ì can`t go down and slow down`routine when an actual aircraft would have no problem at all. One blip driver in particular, who took great pleasure at ruining sim runs for experienced controllers from other lands, really needs to get a life. A heavy jet belonging to his country`s air force went from FL280 to landing (threshold elevation close to sea level) in about 35 track miles the other day, at the pilot`s request...