AN ACR LGT MADE AN 'UNSAFE APCH.'

Narrative

DURING DSCNT INTO RDU; WE ENCOUNTERED AN OIL FILTER BYPASS LIGHT ON OUR #2 ENG. OPERATING MANUAL PROCS CALLED FOR REDUCING THRUST OR SHUTTING DOWN THAT ENG. I ELECTED TO CONTINUE WITH THE ENG AT REDUCED IDLE PWR. MAIN FACTOR THAT INFLUENCED MY DECISION WAS THE WX CONDITIONS IN AND AROUND RDU. AS I STARTED THE APCH; I HAD PLANNED TO KEEP THE AIRPLANE CLEAN AS LONG AS POSSIBLE. MY PLAN WAS TO FOLLOW THE 2 ENG PROFILE EVEN THOUGH I STILL HAD ALL 3 ENGS RUNNING. MY MISTAKE WAS NOT COORDINATING THIS WITH ATC. THE CTLR HAD DSNDED US TO 2200 FT AND BASICALLY INITIATED OUR TURNS SO THAT WE INTERCEPTED THE LOC AND GS ABOUT 1 MI FROM THE MARKER. SINCE I WAS FLYING AT 210 KTS; I WENT THROUGH THE LOC AND; BY THE TIME WE HAD INTERCEPTED; WE WERE RIGHT OVER THE MARKER JUST STARTING TO CONFIGURE THE AIRPLANE FOR LNDG. WE REACHED FINAL CONFIGN AT 800 FT. UNDER THE CIRCUMSTANCES THIS WAS UNACCEPTABLE; WE SHOULD HAVE CONTACTED APCH AND INFORMED HIM THAT WE WANTED A VECTOR TO AT LEAST 5 MI FROM THE OM. WHEN HE STARTED TO TURN US SO CLOSE; WE SHOULD HAVE INITIATED A GAR AND CONFIGURED THE AIRPLANE PROPERLY FOR LNDG. AS THE PF; I WAS TOO CONCERNED WITH THE POSSIBILITY OF HAVING TO EXECUTE A MISSED APCH; BUT THIS FIXATION WITH THE PROB MADE ME EXECUTE AN UNSAFE APCH; THUS BRINGING THE POSSIBILITY OF THE MISSED APCH THAT I DID NOT WANT TO DO.