UNSTABLE APCH. NO CREW COCKPIT RESOURCE MGMNT.

Narrative

WE WERE PUT INTO HOLDING 4000 FT AT THE NDB; OVER THE FINAL APCH FIX FOR RWY 7 AWAITING A 757 TO COMPLETE ITS APCH. WE WERE GIVEN CLRNC TO COMMENCE OUR APCH OUT OF THE HOLDING PATTERN. I DSNDED TURNING INBOUND TO INTERCEPT THE LOC BUT STILL CROSSED THE FINAL APCH FIX HIGH. I CONTINUED THE APCH USING S-TURNS TO DISSIPATE ALT. AN UNEVENTFUL LNDG OCCURRED WITH TOUCHDOWN AT ABOUT 2900 FT FROM THE APCH END OF THE RWY. THERE WAS NO PROB STOPPING THE ACFT AND WE TURNED OFF AT A TXWY PRIOR TO THE END OF THE RWY. THE RWY WAS CLRLY IN SIGHT AT ALL TIMES DURING THE APCH. WHILE THE OUTCOME WAS SUCCESSFUL; THE PROCS WERE OUTSIDE COMPANY PARAMETERS. WE HAD SUFFICIENT ENERGY IN EXCESS AIRSPD SO THE ENGS REMAINED UNSPOOLED DURING THE LAST PORTION OF THE APCH. FINAL ALIGNMENT TO THE RWY INVOLVED A TURN LOWER THAN IT SHOULD HAVE BEEN. I NEVER BEFORE UNDERSTOOD WHY PLTS PRESS FORWARD ON AN APCH THAT IS NOT WHAT IT SHOULD BE. I FOUND MYSELF 'LOCKED ON' TO LNDG OUT OF THE APCH. WHEN WE BLOCKED IN; I ASKED THE OTHER CREWMEMBERS WHY THEY SAT BY AND WATCHED ME CONTINUE WITH AN APCH THAT WAS SO OUT OF PARAMETERS. THE FO REPLIED 'MOST CAPTS AT OUR COMPANY DON'T LISTEN TO US ANYWAY.' THIS WAS EVEN MORE DISTURBING SINCE I HAD BRIEFED THEM TO SPEAK UP IN SUCH AN EVENT. OUR COMPANY HAD JUST HAD A CREW DEPART THE RWY AT ORD A COUPLE OF WKS PRIOR TO THIS EVENT. IT IS OBVIOUS WE HAVE A SERIOUS COCKPIT RESOURCE MGMNT PROB AT AIRLINES. UNFORTUNATELY THE TRAINING DEPT GIVES LIP SVC TO COCKPIT RESOURCE MGMNT AND THE CHIEF PLT'S OFFICE DOES NOT BELIEVE IN THE IDEA. AS FOR MYSELF; I HAVE ESTABLISHED SOME HARD PARAMETERS FOR APCH WHICH I WILL NEVER AGAIN EXCEED.