Narrative:

We were inbound to clt working approach control. First officer was flying the aircraft. I was performing duties of PNF. We were told to intercept track inbound on localizer backcourse runway 23 and to report airport in sight. We complied and were handed off to the tower controller. First officer was flying aircraft and was slowly getting us into a situation where we were going to be high and fast for the approach. I told him to 'start slowing the airplane down' prior to being handed off to tower and approximately 3 mi outside the FAF. He ignored me at this point we were 5.6 mi from the end of the runway 2000' above field elevation and 50 KIAS above gear and flap extension speed. First officer at this point started making a very weak and I thought late attempt at slowing the aircraft down by calling for propeller RPM of 1050. I complied and also requested from clt tower clearance to land now on runway 18L. This would have given us the opportunity to enter a left downwind and the opportunity to dissipate the excess altitude and airspeed we had built up and to get the aircraft stabilized. This was approved by clt tower, and is what I hoped to do. At this point first officer began arguing with me claiming he can still make runway 23 from present position. I in turn told him to 'turn right to 360,' which he misunderstood to land on runway 18R. At this point we were well past the extended runway centerline runway 18L and encroaching upon the arrival corridor of runway 18R the parallel runway. At this point the tower controller broke is off to the northeast handed us back to approach and we landed on runway 23. They were not pleased, and neither was I.

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Original NASA ASRS Text

Title: COMMUTER MDT IS HIGH AND FAST ON VISUAL APCH, APPARENTLY DUE FLYING FO'S INABILITY TO PREPLAN APCH AND STABILIZE ACFT. CAPT REQUESTS ALTERNATE RWY, BUT BREAKDOWN IN COCKPIT COORD AND MANAGEMENT CAUSE LCL CTLR TO TURN FLT CREW BACK TO APCH CTLR FOR NEW APCH TO INITIAL RWY.

Narrative: WE WERE INBND TO CLT WORKING APCH CTL. F/O WAS FLYING THE ACFT. I WAS PERFORMING DUTIES OF PNF. WE WERE TOLD TO INTERCEPT TRACK INBND ON LOC BACKCOURSE RWY 23 AND TO RPT ARPT IN SIGHT. WE COMPLIED AND WERE HANDED OFF TO THE TWR CTLR. F/O WAS FLYING ACFT AND WAS SLOWLY GETTING US INTO A SITUATION WHERE WE WERE GOING TO BE HIGH AND FAST FOR THE APCH. I TOLD HIM TO 'START SLOWING THE AIRPLANE DOWN' PRIOR TO BEING HANDED OFF TO TWR AND APPROX 3 MI OUTSIDE THE FAF. HE IGNORED ME AT THIS POINT WE WERE 5.6 MI FROM THE END OF THE RWY 2000' ABOVE FIELD ELEVATION AND 50 KIAS ABOVE GEAR AND FLAP EXTENSION SPD. F/O AT THIS POINT STARTED MAKING A VERY WEAK AND I THOUGHT LATE ATTEMPT AT SLOWING THE ACFT DOWN BY CALLING FOR PROP RPM OF 1050. I COMPLIED AND ALSO REQUESTED FROM CLT TWR CLRNC TO LAND NOW ON RWY 18L. THIS WOULD HAVE GIVEN US THE OPPORTUNITY TO ENTER A LEFT DOWNWIND AND THE OPPORTUNITY TO DISSIPATE THE EXCESS ALT AND AIRSPD WE HAD BUILT UP AND TO GET THE ACFT STABILIZED. THIS WAS APPROVED BY CLT TWR, AND IS WHAT I HOPED TO DO. AT THIS POINT F/O BEGAN ARGUING WITH ME CLAIMING HE CAN STILL MAKE RWY 23 FROM PRESENT POS. I IN TURN TOLD HIM TO 'TURN RIGHT TO 360,' WHICH HE MISUNDERSTOOD TO LAND ON RWY 18R. AT THIS POINT WE WERE WELL PAST THE EXTENDED RWY CENTERLINE RWY 18L AND ENCROACHING UPON THE ARR CORRIDOR OF RWY 18R THE PARALLEL RWY. AT THIS POINT THE TWR CTLR BROKE IS OFF TO THE NE HANDED US BACK TO APCH AND WE LANDED ON RWY 23. THEY WERE NOT PLEASED, AND NEITHER WAS I.

Data retrieved from NASA's ASRS site as of July 2007 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.