OVERSHOOT-LINED UP ON THE WRONG RWY.

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PIT APCH WAS VECTORING US TO RWY 10R. WE WERE APCHING FROM THE W SW AT 6000 FT 8-10 DME FROM MMJ. CLRED DOWN TO 3000 FT AND SEVERAL VECTORS LATER PUT US IN A POS DUE S OF RWY 10R ON AN 100 DEG HDG 2-3 MI FROM THE APCH END OF RWY 10R. WE WERE CLRED FOR THE VISUAL AT THAT POINT. THE CAPT TURNED THE ACFT ON A NWESTERLY HDG TO BETTER POS THE ACFT FOR THE BASE LEG AND FINAL SINCE WE WERE TOO CLOSE TO THE APCH END OF RWY 10R. AT THAT TIME IT STARTED TO GET VERY BUSY AS WE STARTED TO CONFIGURE THE ACFT AND DOING THE CHKLIST. WE HAD A 40 KT TAILWIND PUSHING US TOWARDS RWY 10L. I NOTICED AND WARNED THE CAPT TO WATCH OUT FOR ACFT ON FINAL TO RWY 10L AND TO START THE TURN TOWARDS RWY 10R A LITTLE EARLY. THE CAPT WAS NOT RESOPNDING. 2 MORE TIMES I POINTED THE TFC AND THE TURN TO RWY 10R. THE CAPT THEN STARTED THE A SLOW TURN TOWARDS RWY 10R AND BY THAT TIME WE WERE LINED UP ON RWY 10L WITH TFC BEHIND US; SAME ALT AND 3 MI BEHIND FOR RWY 10L AS RPTED BY A NERVOUS ATC. I INFORMED ATC WE WERE CORRECTING. AFTER LNDG THE CAPT INFORMED ME HE WAS OVERWHELMED WITH THE TASK OF FLYING THE ACFT; DOING THE CHKLIST; CONFIGURING THE ACFT AND MY TA'S AND DIRECTIONS TO RWY 10R. HE SAID HE NEVER THOUGHT WE WOULD GET CLRED FOR THE VISUAL SO CLOSE TO THE RWY. ATC WAS DEFINITELY A FACTOR FOR POOR VECTORING AND NOT TELLING US OF OUR SEQUENCE. THE 40 KT TAILWIND ON BASE LEG DIDN'T HELP EITHER. I'M CRITICIZING MYSELF THAT MAYBE I SHOULD HAVE BEEN MORE FORCEFUL AND DIRECT AFTER THE CAPT DID NOT RESPOND TO MY TA AND THE TURN TO RWY 10R. THE FIRST TIME. NEXT TIME I WILL.