B757 ACFT ON VECTORS FOR VISUAL APCH WAS HIGH AND CLOSE IN WHEN CLRED FOR THE VISUAL TO A PARALLEL RWY. RPTR FO; PF; TOOK INTERVAL ON AN ACFT ON APCH; BUT IT WAS FOR THE OTHER PARALLEL RWY FROM THE ONE CLRED TO. CAPT SAW THE ERROR AND DIRECTED THE FO BACK TO THE CORRECT RWY.

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CTLR TURNED US IN EARLY FOR APCH TO RWY 9L. THE CAPT ACCEPTED A VISUAL APCH TO RWY 9L BEFORE THE FO HAD IDENTED THE CORRECT RWY. THIS LED TO AN OVERSHOOT. I WAS FLYING AS FO INTO MIA. AFTER DEVIATING EXTENSIVELY FOR WX; OUR R DOWNWIND LEG TO RWY 9L AT MIA WAS HIGH. THE CTLR TURNED US IN EARLY FOR A SHORT FINAL; MAKING IT OBVIOUS HE WAS ANTICIPATING OUR ACCEPTANCE OF A VISUAL APCH. WE WERE TOO HIGH TO FLY A NORMAL ILS. THE CTLR ASKED US IF WE HAD THE ARPT IN SIGHT. I HAD THE ARPT ENVIRONMENT BUT NOT RWY 9L. THE CTLR THEN CALLED TFC OUT THAT WE WERE TO FOLLOW ON FINAL TO RWY 9L. I MISIDENTED THE TFC AND PICKED UP AN ACFT ON APCH TO RWY 9R. THE CAPT ACCEPTED A VISUAL APCH BEFORE THE FO HAD VISUALLY ACQUIRED RWY 9L. I ASKED THE CAPT TO EXTEND THE RWY CTRLINE ON THE FMS TO RWY 9L. WE HAD NOT YET CROSSED THE RWY 9L CTRLINE. AS THE CAPT WAS MAKING THE FMS INPUT; THE FO ACQUIRED RWY 9R AND THOUGHT IT TO BE RWY 9L. AS THE CAPT LOOKED UP; HE IMMEDIATELY NOTICED THAT THE FO HAD CROSSED THE RWY 9L CTRLINE AND DIRECTED US BACK TOWARD RWY 9L. THE MOMENTARY DEV DID NOT CREATE A SAFETY HAZARD. THE ONLY POTENTIAL ACFT WE COULD HAVE CONFLICTED WITH WAS KEPT IN SIGHT THE ENTIRE TIME. THE TWR CTLR DID NOT STATE THAT THERE WAS A CONFLICT; PROB; NOR DID HE ASK US TO CALL THE TWR ON LNDG.