Narrative:

Flying into slp we got a ground proximity terrain warning. So beginning the descent into slp; we were told to expect the ILS DME 1 to runway 14. I told the captain I fly here a lot; we were going to be too high; they were going to give us the ILS DME 2. But he did not want to listen to me. So he set the plane up for ILS DME 1 on my leg flying.the approach calls for 10;000 over the VOR which is over the field; then flying back out bound; decreasing into a teardrop approach. So we began our descent based on that. Then about 20 miles from the VOR; we got cleared the ILS DME 2 which is a DME arc at 10 NM. So we were high because joining the arc the first fix is at or above 8;600. So speed 200 flaps 1. We crossed over that fix stating the arc right at about 13;000 trying to drop like a rock. And when starting the arc; I asked to drop gear to try and help us get down. So we dropped the gear to get down. Turning final about 9;600 ft. And the fix there was at or above 8;000 so still trying to get down. When reaching the final approach fix we were 1 dot high and the plane asel'ed so I said I think we were too high to do this. He said we were fine and we continued down and grabbed the glideslope below; and past the FAF in IMC.as we got established on the glideslope; I said we need to slow down we were way too fast. Approximately 200 kts. At this time; I said we need to do flaps on speed. About 400 ft. AGL; we broke out and had the runway insight. Still fast at about 170 kts.; [we] put the flaps to 5 and continued down. I took off the auto pilot while visual about 200 ft. AGL to level off and lose speed. I said we were unstabilized; we need to go around. Captain said no; we are fine; and continued. While coming down over the runway at 50 ft.; [we] got a ground proximity warning over the runway and we were still fast so I called a missed approach and the captain told me no; get the plane on the ground and land. Then we argued and I told him no; we need to go around and he just put it on the ground.I tried to push the throttles forward and I told him I'm going around and he said no as he pulled the throttles back. I had to explain to him we were halfway down the runway [and] have not touched the wet runway yet. We cannot stop before going off the end of the runway. So I pushed the thrust levers forward again and pitched the nose up and said we are going around; and up we went. The captain did not give any call outs on the approach as the pm (pilot monitoring). Unreported winds after going missed; wind 330/15. Wind reported prior to approach was calm. I don't know what to put here. At the final approach fix I should've disregard the captain saying you'll be fine and forced the plane into a missed approach.

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Original NASA ASRS Text

Title: First Officer reported crew disagreement on unstabilized approach.

Narrative: Flying into SLP we got a ground proximity terrain warning. So beginning the descent into SLP; we were told to expect the ILS DME 1 to Runway 14. I told the Captain I fly here a lot; we were going to be too high; they were going to give us the ILS DME 2. But he did not want to listen to me. So he set the plane up for ILS DME 1 on my leg flying.The approach calls for 10;000 over the VOR which is over the field; then flying back out bound; decreasing into a teardrop approach. So we began our descent based on that. Then about 20 miles from the VOR; we got cleared the ILS DME 2 which is a DME arc at 10 NM. So we were high because joining the arc the first fix is at or above 8;600. So speed 200 flaps 1. We crossed over that fix stating the arc right at about 13;000 trying to drop like a rock. And when starting the arc; I asked to drop gear to try and help us get down. So we dropped the gear to get down. Turning final about 9;600 ft. and the fix there was at or above 8;000 so still trying to get down. When reaching the final approach fix we were 1 dot high and the plane ASEL'ed so I said I think we were too high to do this. He said we were fine and we continued down and grabbed the glideslope below; and past the FAF in IMC.As we got established on the glideslope; I said we need to slow down we were way too fast. Approximately 200 kts. at this time; I said we need to do flaps on speed. About 400 ft. AGL; we broke out and had the runway insight. Still fast at about 170 kts.; [we] put the flaps to 5 and continued down. I took off the auto pilot while visual about 200 ft. AGL to level off and lose speed. I said we were unstabilized; we need to go around. Captain said no; we are fine; and continued. While coming down over the runway at 50 ft.; [we] got a ground proximity warning over the runway and we were still fast so I called a missed approach and the Captain told me no; get the plane on the ground and land. Then we argued and I told him no; we need to go around and he just put it on the ground.I tried to push the throttles forward and I told him I'm going around and he said no as he pulled the throttles back. I had to explain to him we were halfway down the runway [and] have not touched the wet runway yet. We cannot stop before going off the end of the runway. So I pushed the thrust levers forward again and pitched the nose up and said we are going around; and up we went. The Captain did not give any call outs on the approach as the PM (Pilot Monitoring). Unreported winds after going missed; wind 330/15. Wind reported prior to approach was calm. I don't know what to put here. At the final approach fix I should've disregard the Captain saying you'll be fine and forced the plane into a missed approach.

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.