LNDG WITHOUT CLRNC BY COMMUTER.

Narrative

AFTER RECEIVING A LATE CLRNC TO DSND FROM 10000 FOLLOWED BY A LATE TURN TO INTERCEPT THE LOC; CAUSING US TO OVERSHOOT THE LOC; ATC THEN REISSUED A NEW HDG TO REINTERCEPT THEN ASKED US IF WE HAD THE RWY OR ARPT IN SIGHT? THE CAPT/INSTRUCTOR ACKNOWLEDGED THAT HE HAD THE RWY IN SIGHT. SINCE I DID NOT HAVE THE RWY IN SIGHT; THE CAPT MOMENTARILY TOOK THE CTLS AND LINED UP THE ACFT AND GAVE THE CTLS BACK TO ME; AND I LANDED THE ACFT. NOTE: ATC HAD CLRED US FOR A VISUAL APCH ONCE THE CAPT HAD ACKNOWLEDGED ARPT IN SIGHT. AFTER LNDG AND CLRING THE RWY WE REALIZED THAT WE HAD NO LNDG CLRNCS AND WE WERE STILL ON APCH FREQ. I FEEL THAT THE CONTRIBUTING FACTORS TO THIS SITUATION WERE 1) CONFUSION OF CREW MEMBER DUTIES; SINCE DURING THE APCH THE CAPT HAD THE FLT CTLS FOR SHORT PERIOD OF TIME AND STILL WORKING THE RADIOS. 2) MISCOM BTWN CTLR AND FLC. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR PARTICIPATED IN STRUCTURED CALLBACK FOR RWY INCURSION STUDY. THIS WAS FIRST FLT FOR RPTR INTO MIA ARPT. HE WAS FLYING THE ACFT FROM R SEAT. AT NIGHT AND ARPT LIGHTS BLENDED WITH CITY LIGHTS. PNF (PIC) WAS ALSO INSTRUCTOR ON THIS FERRY FLT AND HE SAW THE ARPT FIRST SO TOOK CTLS AND LINED ACFT UP WITH THE RWY. FOR A MIN OR SO THE ATC COM FUNCTION RESPONSIBILITY WAS NOT CLR. SAYS THE 'SLAM DUNK' PROCS AT MIA CAUSE HVY LAST MIN COCKPIT WORKLOAD. RPTR SAYS THAT BETTER COCKPIT COORD WAS NEEDED TO MAKE SURE THAT ONE OF THEM GOT LNDG CLRNC. NO PAX OF THIS FLT. ON FINAL THEY RECEIVED A TCASII TA AND BOTH LOOKED OUTSIDE FOR TFC. THIS WAS A DISTR. RPTR WAS NEW TO COMPANY AND ACFT TYPE. FIRST LEG AS PF.