Date: 201510
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Training / Qualification; Communication Breakdown; Situational Awareness
Anomaly: Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: As First Officer (Pilot Monitoring); the Captain (Pilot Flying) was unable to successfully perform a normal approach to landing to an unstable approach event. During descent and landing; the Captain made an unusually steep descent that resulted in getting the aircraft configured correctly in a timely manner per Company policies and procedures. This was the Captain's first trip into this airport and he was unfamiliar but as PM; I have flown here on numerous previous flights. At approximately 1500-2000 feet AGL on right base and 4-5 miles south of runway 4; the Captain temporarily lost situational awareness and was confused on which runway to land on. I pointed out the correct runway and the Captain began to slow the aircraft and configure for landing. However; he was hesitant in making the landing call-outs and by the time aircraft reached 1000 feet AGL; we were un-stable for the approach. I commented to the Captain at 1200 feet that we a little fast and needed to stabilize. I made the 1000 feet AGL call out and also commented that we were unstable; not the Captain. The Captain made no correction or no call for a go-around. The Captain at this point continued the approach un-stabilized. I made another call out to the Captain that the aircraft was un-stabilized. He then commanded me to ask the Tower for a left 270 or 360 degree turn and re-enter final. The Tower approved our request. HOWEVER; THE CAPTAIN CONTINUED THE DESCENT TO 600 FEET AGL AND WAS STILL NOT CONFIGURED FOR LANDING. AT 600 feet; I told the Captain that we need to do something by executing a go around and set up for another approach to land. HE CONTINUED TO FLY THE AIRCRAFT FOR THE 270 DEGREE MANUEVER AT 600 FEET AGL AND CALLED FOR FLAPS 45 WHILE IN THE TURN. I ONCE AGAIN INQUIRED THE CAPTAIN AS TO EXECUTING A GO AROUND OR AT LEAST CLIMB TO EXIT THE UNSAFE CONDITIONS. The Captain continued to ignore my challenges but by now had re-established the aircraft for landing and the flight landed safely on runway 4 without further incident or damage to passengers; aircraft or crew. By the Captain not following standard procedures placing the aircraft in an unsafe condition. The Captain was not allowing the First Officer to intervene or assist in getting the aircraft stabilized for landing and did respond to the recommendations the First Officer suggested and challenged him to perform. This event should never have ever occurred. First; this event occurred as the Captain exercised poor judgment that started back during the descent. He was unwilling to make corrections to get the aircraft in the proper configuration at the correct time and altitude to land the aircraft from a stabilized approach. The Captain additionally delayed his actions in executing a properly stabilized approach to landing until well below the safe criteria for a stabilized approach. The Captain blatantly disregarded the challenges from the First Officer and was determined that he could land the aircraft safely at below 1000 feet when the aircraft was not stabilized and at an unsafe altitude to perform a circling maneuver while changing configuration of the aircraft. However; the Captain eventually returned the aircraft to a safe condition and landed the aircraft safely.As PM; I made several call outs and challenges to the Captain that the aircraft was un-stabilized for the approach and landing but his only response was for me to relax and don't worry about it. The sequence of events leading up to this incident started when the Captain became somewhat confused on which runway he was landing on and he temporarily lost situational awareness. I coached him thru in finding the right runway but he was still not quite clear on what he was going to do. Once he figured out which runway to land on; the Captain disconnected the Auto Pilot and manually flew the landing. He was slow to make call outs to configure the aircraft leading to the un-stabilized approach. I stated numerous times that he needed to either climb or initiate a go-around once the aircraft reached 1000 feet AGL but he [was] adamant on not making a go-around until we were well below the stabilized approach safety parameters. The Captain's decision making and judgment was not acceptable and he was not willing to take the advice or challenges from his First Officer to get the aircraft back to a safe condition for landing. 1. RE-TRAIN THIS CAPTAIN NOW!!! This Captain has some serious issues with following Company procedures and standards and is going to get himself and his crew in trouble. He is young and arrogant and has less than 6 months experience as a Captain. 2. FOLLOW STABILIZED APPROACH PROCEDURES AND IF THE AIRCRAFT IS NOT STABILIZED...GO-AROUND.




Synopsis: A CRJ-200 First Officer reported his junior Captain flying a fast; un-configured day visual; refused go-around suggestions until 600 feet. There he leveled; executed a go-around; configured and circled for another approach.