ACR FO FLEW A SLOPPY IAP ILS APCH INTO MSP IN IMC.

Narrative

I BASICALLY GOT BEHIND THE ACFT ON THE APCH. I KEPT MY SPD UP TOO LONG BEFORE DIRTYING THE ACFT UP. THE INTERCEPT TURN ENDED UP GOING THROUGH FINAL BY ABOUT 1/2 DOT (BECAUSE OF HIGHER THAN NORMAL SPD) AND I SET A 7 DEG CORRECTION AND WENT THROUGH FINAL; AGAIN WITH THE WIND SO THAT THE CDI BAR PEGGED. SET A 15 DEG CORRECTION TO GET IT BACK BUT HAD TO ADD MORE BECAUSE OF THE WIND. MY CONCENTRATION WAS MAINLY ON GETTING THE COURSE BACK AS MY GS WAS STILL ON SCALE (ALTHOUGH I WAS 1 1/2 DOTS LOW). THE CLRNC FOR THE APCH WAS TO MAINTAIN 3000 FT MSL UNTIL ESTABLISHED ON THE APCH. I NEVER WAS REALLY ESTABLISHED ON THE GS AS I STARTED TO DSND WHEN I WAS 1 DOT LOW BECAUSE OF THE SCAN BREAKDOWN WHILE CONCENTRATING ON THE COURSE. I ARRESTED THE DSCNT AT 2100 FT MSL ABOUT 7 DME WHEN STEADYING UP ON FINAL APCH COURSE (1 1/2 DOTS LOW). LANDED WITHOUT FURTHER COMPLICATIONS. CONTRIBUTING FACTORS: I AM DUAL QUALIFIED WITH MY OTHER POS BEING ON THE WDB AS A FLT ENGINEER. I WAS UTILIZED AS A WDB FLT ENGINEER FOR THE LAST HALF OF AUG AND ALL SEP THEN FLEW 2 MLG FO TRIPS IN OCT AND HAD 20 DAYS VACATION BEFORE OCT/XX. I HAD 1 MLG TRIP BEFORE THIS TRIP IN NOV. I WAS PROFICIENT BY THE RULES BUT A LITTLE SLOW ON THE SCAN. MAYBE DUAL QUALIFICATIONS ARE NOT CONDUCIVE TO PROFICIENCY. PHYSICAL FACTORS: I AM JUST RECOVERING FROM A COLD AND I EXPERIENCED FEELINGS OF DISORIENTATION BUT MENTALLY I WAS SITUATIONALLY AWARE.