Narrative:

During our arrival into mmzh we discussed how they keep you high and I asked if he wanted me to request an early lower altitude he asked me to wait which I did. He finally had me request it and we ended up being high. Instead of using VNAV to maintain the descent profile he elected green vertical speed. I pointed out several times we were above the vertical path. He stated he had it and would extend out if needed (26 does not have any type of approach for backup). We were extremely high when he began making the turn diving the aircraft. I had suggested prior possibly adding flaps and slowing up which was ignored we were around 5;000 feet when he nosed the aircraft over. At 2000' off the ground we were in an 1800 FPM dive. I said 'we should probably go around'. Approaching 1400'; the thrust levers were advancing as he still had the flight director on and the aircraft though we were still trying to climb he was ignoring the flight director. We were way high 4 white I called go around. Around he stuttered flaps 2 never making the appropriate call. Almost immediately he began a hard left turn towards the mountain in the water I'm telling him 'level the wings what are you doing' at this point the flight director and flight path vector are full right and were divining; airspeed is approaching the upper limit. I was not making any further configuration changes while we were headed into an unusual attitude. I'm telling him 'your about to over speed the aircraft as the turn continues. I decided if the high speed alert went off I was going to take the controls. He managed to regain control of the aircraft but still seemed bewildered. He rushed into the second approach and once again had an excessive rate of descent. I started to call for the second go around when he placed his hand in my face. The aircraft was settling down and near the stabilized parameters. I placed myself in a position to take the controls if need be and we landed. It was rough with swerving (though this was typical for every landing he made on our trip). He also routinely taxied at high speeds and seemed very rushed. The captain also stated several times on the trip that 'I've probably used up all of my goodwill' he also made statements about not knowing the aircraft well. He seemed to be struggling with the automation. After we landed he stated he was looking at the altitude I asked why he wasn't following the flight director and why he was turning. The captain also asked me at the end of the trip 'would I still fly with him' he seemed to lack all confidence in his abilities as a captain.captain lacks understanding of aircraft automation and procedures and company policy.

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Original NASA ASRS Text

Title: Air Carrier First Officer reported two unstable visual approaches by the Captain flying into MMZH. The first ended in a go-around and the second was almost another go-around when the Captain settled the aircraft down to near stabilized parameters.

Narrative: During our arrival into MMZH we discussed how they keep you high and I asked if he wanted me to request an early lower altitude he asked me to wait which I did. He finally had me request it and we ended up being high. Instead of using VNAV to maintain the descent profile he elected green vertical speed. I pointed out several times we were above the vertical path. He stated he had it and would extend out if needed (26 does not have any type of approach for backup). We were extremely high when he began making the turn diving the aircraft. I had suggested prior possibly adding flaps and slowing up which was ignored we were around 5;000 feet when he nosed the aircraft over. At 2000' off the ground we were in an 1800 FPM dive. I said 'we should probably go around'. Approaching 1400'; The thrust levers were advancing as he still had the flight director on and the aircraft though we were still trying to climb he was ignoring the flight director. We were way high 4 white I called Go Around. AROUND he stuttered flaps 2 never making the appropriate call. Almost immediately he began a hard left turn towards the mountain in the water I'm telling him 'Level the wings what are you doing' at this point the flight director and Flight path vector are full right and were divining; Airspeed is approaching the upper limit. I was not making any further configuration changes while we were headed into an unusual attitude. I'm telling him 'your about to over speed the aircraft as the turn continues. I decided if the high speed alert went off I was going to take the controls. He managed to regain control of the aircraft but still seemed bewildered. He rushed into the second approach and once again had an excessive rate of descent. I started to call for the second Go Around when he placed his hand in my face. The aircraft was settling down and near the stabilized parameters. I placed myself in a position to take the controls if need be and we landed. It was rough with swerving (though this was typical for every landing he made on our trip). He also routinely taxied at high speeds and seemed very rushed. The captain also stated several times on the trip that 'I've probably used up all of my goodwill' he also made statements about not knowing the aircraft well. He seemed to be struggling with the automation. After we landed he stated he was looking at the altitude I asked why he wasn't following the flight director and why he was turning. The Captain also asked me at the end of the trip 'Would I still fly with him' He seemed to lack all confidence in his abilities as a Captain.Captain lacks understanding of aircraft automation and procedures and company policy.

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.