Narrative:

As I can remember the events - we were being vectored for a visual approach with ILS back up to runway 12L at msp; with traffic being vectored to the close parallel runway 12R. First officer (first officer) pilot flying (PF). Approach control wanted us to identification traffic ahead on 12R approach. We could not see traffic. We did identification airport and were given clearance to 3;000 ft. Sometime after that the traffic became no factor and we were cleared for the approach. First officer turned left toward airport well inside marker. I told him he should come back right so we will be able to intercept final and pick up the glideslope from our altitude; 3;000 ft. I pointed out that washy was the outer marker. He did. I alerted him that now we were going through final and I thought maybe he now sees 12R. I told him to make a left turn back to final and I visually point out 12L. He does not turn; now I am concerned that we will stray into 12R approach. I felt he lost sight of 12L; I took control of aircraft and made left turn to final. He now identification'd runway 12L. I returned control to first officer. I reminded him we were cleared for the approach; he armed the approach and turned off the auto pilot. Auto throttles on. I thought he wanted to hand fly. We configured on schedule and completed the landing check list. At 1;000 ft. First officer stated 'stable speed correcting' our speed was vapp +10 and I observed our speed slowing to vapp. I now diverted my monitoring outside to an aircraft that had taken the runway. I was concerned about spacing for our landing. I queried tower of our landing clearance; which was confirmed. I now saw that a/C begin takeoff role. I am not sure; but about 700 ft. I noticed speed was vapp -5 and I announced 'airspeed' there was no reaction. I then saw more then 1/2 dot below glide path and announced 'glideslope'. I noticed speed decay further with no response on thrust levers; neither auto throttles or first officer increased thrust. At the same time first officer raised the nose and speed decayed rapidly. I saw the pitch limit indicators come into view rapidly. Suddenly I realized we were in speed on elevator mode; I immediately took control of AC; established a pitch; increased thrust by manually overriding auto thrust. Moments later we were established on speed and glide path; continued visually to landing. This all happened very quickly. After landing I noticed altitude set at 700 ft. On the pfd. During debrief I asked the first officer how did 700 ft. Get set in altitude setting. He stated at one point during approach (hand flying) he was high on glide slope; so he spun in lower altitude - it just happened to stop at 700 ft.; then selected flight level change. Prior to this we had 3;000 ft. Set; which is glide slope intercept altitude at washy and also missed approach alt. I did not know that he had changed the altitude and did not see this happen; maybe I was looking at the check list or looking for traffic. Also; it was not announced. This drove thrust levers to idle and as we got slower we slipped below the glide slope. First officer was confused on what was happening and his flight director said lower the pitch to get speed back with elevator at the same time he was proceeding below the glide slope. Also; I asked first officer why he chose to turn off the autopilot; he stated his thumb hit the disconnect; so he just continued manually.we do have barriers in place to prevent this from occurring.1. Both pilots should be involved in selecting a new altitude and verified.2. On visual approaches set selected altitude to potential go around altitude; no lower than pattern altitude. 3. Consider highest level of automation on visual approaches at night.4. Pilot monitoring makes gp mode changes during manual flight and high work loads.5. Stabilized approach parameters6. Cami 7. Communicate all intentions.8. First officer should have executed go around at first indication of speed decay below vapp-5.

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Original NASA ASRS Text

Title: EMB190 Captain reports several errors by his First Officer under training? during a night visual approach to Runway 12L at MSP. The First Officer inadvertently turned off the autopilot then selected an MCP altitude below field elevation then selected FLC. This resulted in decaying airspeed and flight below the glideslope before the Captain takes over.

Narrative: As I can remember the events - we were being vectored for a visual approach with ILS back up to runway 12L at MSP; with traffic being vectored to the close parallel runway 12R. First Officer (FO) Pilot Flying (PF). Approach control wanted us to ID traffic ahead on 12R approach. We could not see traffic. We did ID airport and were given clearance to 3;000 Ft. Sometime after that the traffic became no factor and we were cleared for the approach. FO turned left toward airport well inside marker. I told him he should come back right so we will be able to intercept final and pick up the glideslope from our altitude; 3;000 Ft. I pointed out that WASHY was the outer marker. He did. I alerted him that now we were going through final and I thought maybe he now sees 12R. I told him to make a left turn back to final and I visually point out 12L. He does not turn; now I am concerned that we will stray into 12R approach. I felt he lost sight of 12L; I took control of Aircraft and made left turn to final. He now ID'd runway 12L. I returned control to FO. I reminded him we were cleared for the approach; he armed the approach and turned off the auto pilot. Auto throttles on. I thought he wanted to hand fly. We configured on schedule and completed the landing check list. At 1;000 ft. FO stated 'stable speed correcting' Our speed was Vapp +10 and I observed our speed slowing to Vapp. I now diverted my monitoring outside to an aircraft that had taken the runway. I was concerned about spacing for our landing. I queried tower of our landing clearance; which was confirmed. I now saw that A/C begin takeoff role. I am not sure; but about 700 Ft. I noticed speed was Vapp -5 and I announced 'airspeed' there was no reaction. I then saw more then 1/2 dot below glide path and announced 'glideslope'. I noticed speed decay further with no response on thrust levers; neither auto throttles or FO increased thrust. At the same time FO raised the nose and speed decayed rapidly. I saw the pitch limit indicators come into view rapidly. Suddenly I realized we were in speed on elevator mode; I immediately took control of AC; established a pitch; increased thrust by manually overriding auto thrust. Moments later we were established on speed and glide path; continued visually to landing. This all happened very quickly. After landing I noticed Altitude set at 700 Ft. on the PFD. During debrief I asked the FO how did 700 Ft. get set in altitude setting. He stated at one point during approach (hand flying) he was high on glide slope; so he spun in lower altitude - it just happened to stop at 700 Ft.; then selected flight level change. Prior to this we had 3;000 Ft. set; which is glide slope intercept altitude at WASHY and also missed approach alt. I did not know that he had changed the altitude and did not see this happen; maybe I was looking at the check list or looking for traffic. Also; it was not announced. This drove thrust levers to idle and as we got slower we slipped below the glide slope. FO was confused on what was happening and his flight director said lower the pitch to get speed back with elevator at the same time he was proceeding below the glide slope. Also; I asked FO why he chose to turn off the autopilot; he stated his thumb hit the disconnect; so he just continued manually.We do have barriers in place to prevent this from occurring.1. Both pilots should be involved in selecting a new altitude and verified.2. On visual approaches set selected altitude to potential go around altitude; no lower than pattern altitude. 3. Consider highest level of automation on visual approaches at night.4. Pilot monitoring makes GP mode changes during manual flight and high work loads.5. Stabilized approach parameters6. CAMI 7. Communicate all intentions.8. FO should have executed go around at first indication of speed decay below Vapp-5.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.