FLC OF MLG LANDS WITHOUT CLRNC; THE RESULT OF AN UNSTABLE APCH; WX AND A TCASII ALERT. ERROR DISCOVERED AFTER TURN OFF RWY.

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SHORT AND QUICK DESCRIPTION. I GOT LOADED UP DURING THE APCH AND DID NOT CONTACT TWR FOR LNDG CLRNC. IT IS MY RESPONSIBILITY AND FAULT. I HAD FLOWN WITH THIS FO BEFORE (1 YR AGO) AND GAVE HIM THE LNDGS AT THE OUT STATIONS; IE; CVG RATHER THAN HOME BASE. DAY #1 AND DAY #2 HE STRUGGLED TO GET STABLE ON APCHS DUE TO POOR PLANNING FOR HIS PATTERN; SPD; AND EXPECTATION OF ATC SPD AND ALT ASSIGNMENTS FOR BUILDING AN APCH FOR HIM. SECOND LNDG DAY #1; I CONFIGURED ACFT FOR HIM AS HE WAS FOUNDERING DURING AN APCH; HIGH; SLOW GEAR AND FLAPS UP; SPD BRAKES EXTENDED; HIGH BANK ANGLE AND OBVIOUSLY OUT OF IDEAS. I GOT IT STABLE. A SHORT DISCUSSION FOLLOWED AFTER LNDG; BUT HIS PERFORMANCE WAS A TASK. SOP ITEMS LIKE CHKING SWITCH POS DURING CHKLISTS WERE NOT DONE. I DID NOT SAY MUCH TO HIM AND JUST DID THE DOUBLECHKS MYSELF; WHICH CONTRIBUTED TO ME GETTING OVERLOADED ON DAY #3. THERE ARE A FEW MIL PLTS ON OUR PROPERTY WHO BECOME 'OFFENDED' WHEN YOU CORRECT THEM FOR NOT FLYING SOP; THEN THEIR PERFORMANCE DEGRADES FURTHER. MY UNION REPRESENTATIVE AND PROFESSIONAL STANDARDS REPRESENTATIVE AND COMPANY PERSONNEL WANT ME TO LET THESE 'PLTS' FLY WITHOUT TOO MUCH CORRECTION; TO 'GET ALONG.' THEY HAVE NOT BACKED ME UP WHEN I HAVE HAD 'CLR' PROBS IN THE PAST WITH THIS SMALL GROUP. DUE TO MY KNOWLEDGE OF THIS FO; GENERALLY GOOD SKILLS; I WAS LAX WITH MY USUAL DISCIPLINED BY THE BOOK SOP COCKPIT. I KNEW THE TROUBLE HE WAS HAVING ON APCHS WAS DUE TO UNFAMILIARITY AND CONTINUED THIS AS A LEARNING TIME. I ENDED UP FATIGUED DUE TO MY EXTRA VIGILANCE; AND THEREFORE MISSED A CRITICAL ITEM. CONDITIONS DETERIORATING AT THE FIELD. TSTMS NEARBY; FO MISSED MY 'SUBTLE' HINT TO SLOW DOWN. I WAS WORKING RADAR; TSTMS 7 MI W OF FIELD; FO HIGH AND FAST. APCH CLRED US TO VISUAL RWY 18R; FO 35 DEG BANK; POSITIONING FLAPS; HURRIED APCH CONFIGN. TA WITH ACFT RWY 18L; AS WE APCHED THE MARKER. FO HAND GOES TO RADIO (SOMEHOW I MUST HAVE THOUGHT HE TUNED TWR) AS I READ CHKLIST. WE WERE NOW 'CLRED THE VISUAL; WIND 160 DEGS; 12 KTS.' THE HOOK WAS SET. I HEARD 'CLRED THE VISUAL' AND GOT THE WIND AS TWR ALWAYS DOES; BUT SOMEHOW SELECTIVELY 'HEARD' CLRED TO LAND. AS BUSY AS I WAS WITH WX; TFC; FO BEHIND ACFT; SEEING HIM REACH FOR RADIO (AS IF HE WAS TUNING TWR) THEN HEARING OUR CALL CLRED FOR THE VISUAL AND WIND; I RESPONDED AND REPEATED WIND TO FO AS HE ASKED. I TOLD HIM ADD 10 KTS DUE POSSIBLE WINDSHEAR FROM TSTM. ACFT STABLE AND AT 1000 FT CALLOUT FO CONFIRMED AS SOP; WE ARE CLRED TO LAND. NORMAL LNDG TILL I WENT TO SWITCH TO GND AND SAW APCH CTL AS CURRENT FREQ! I DID NOT RECOGNIZE HOW LOADED UP I HAD BECOME. I SHOULD HAVE STUCK TO THE WAY I RUN MY COCKPIT RATHER THAN RELAX ON SOP. SHOULD HAVE CLRLY DISCUSSED MY OBSERVATIONS WITH FO RATHER THAN 'FEEL GOOD CLR' TO NOT OFFEND. I DO NOT BERATE ANY PLT; THIS IS A GROUP THAT WANTS TO FLY ONLY THEIR WAY NOT SOP UNLESS BEING CHKED. NO CONFLICT OCCURRED AS A RESULT OF THIS; HOWEVER; I HAVE LEARNED A GREAT DEAL FROM THIS EVENT. FO RATHER SILENT AND DID NOT RECALL WHY HE SAID 'CLRED TO LAND.' ALSO HE REACHED FOR THE RADIO BUT JUST RESTED HIS HAND THERE -- NO REASON -- THEN WENT BACK TO L HAND ON THROTTLE. ATC TO OUR RECOLLECTION NEVER SENT US TO TWR. I WILL NOT MISS THIS AGAIN. I WILL NOT CODDLE A CLR OR SOP PROB -- I WILL DEAL WITH IT DIRECTLY. SUPPLEMENTAL INFO FROM ACN 403390: ALTHOUGH FIELD WAS IN SIGHT; CAPT KEPT TCASII DISPLAY ON WX/TFC IN THE 40 NM RANGE; SO I HAD NO IDEA WHERE PRECEDING TFC WAS. I FELT LIKE WE MIGHT BE CLOSING ON THE COMMUTER; SO I TOLD THE CAPT I WOULD SQUARE THE TURN TO FINAL. AS I BEGAN THE TURN TO FINAL; WE GOT A TCASII TA FOR ANOTHER COMMUTER ON FINAL TO THE PARALLEL RWY. OVERSHOT SLIGHTLY; BUT ROLLED OUT ON ABOUT A 3.5 - 4 NM FINAL. INCIDENT WAS CAUSED BY SLIGHTLY ELEVATED WORKLOAD DUE TO EXPEDITED ARR AND TCASII ALERT AS WE TURNED FINAL; POSSIBLY CAUSING US TO MISS HDOF. I NOW SET MY SPARE AIRSPD BUG AT THE 12 O'CLOCK POS UPON HEARING LNDG CLRNC TO PREVENT A RECURRENCE!