SET UP BY APCH CTLR TOO HIGH AND FAST THE FLC GETS BEHIND; BECOMES DISORIENTED RESULTING IN FLYING BELOW GS AND OFF COURSE DURING APCH TO PIT.

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AT NIGHT WE WERE GETTING VECTORED TO A DOWNWIND TO RWY 32 PIT. ABEAM THE NUMBERS WE WERE TOLD TO KEEP SPD UP. BEING NORMALLY HIGH (6000 FT) THIS WAS NOT UNUSUAL. IT IS TYPICAL FOR APCH TO KEEP US HIGH; BUT EXTEND OUR DOWNWIND AT LEAST PAST THE OM. SO THIS IS THE SIT 6000 FT 250 KTS. REALIZING THE CAPABILITIES OF THIS ACFT (D328) IT IS USUALLY NOT A BIG DEAL TO ACCEPT VISUAL AT ABOUT 7-8 MI FROM TDZE. BUT THAT NIGHT WE WERE ASKED TO TURN L (BASE) AROUND 5 MI; THEN WE WERE GIVEN CLRNC TO DSND TO 4000 FT. GIVEN THE COMBINATION OF SPD/ALT ABOUT 2000-3000 FT HIGHER THAN USUAL; AND THE FACT IT WAS AT NIGHT GAVE US A HAND FULL OF WORK. CAPT AND I WERE BOTH TRYING TO SLOW ACFT; CONFIGURE IN PREPARATION TO LAND AND PIT HAS LOWER DIMMED RWY LIGHTS. NEITHER OF US HAD REALIZED THAT THINGS WERE TOO FAST FOR US TO ACCEPT APCH. RESULT WAS WE/I GOT DISORIENTED; ENDED UP ABOUT 1-2 DOTS AWAY FROM CTRLINE; AND LOW ON GLIDE PATH. GPWS ACTIVATED AT WHICH TIME I HAD REALIZED I WAS NOT ON COURSE; TOO LOW. I BELIEVE ALL THIS COULD HAVE BEEN AVOIDED IF WE WERE MORE CONCENTRATED ON OUTSIDE FLYING THAN TRYING TO SLOW/DSND AND COMPLY WITH CHKLIST ALL AT ONCE. NEXT TIME I WILL BE CAUTIOUS ABOUT ACCEPTING THIS TYPE OF APCH KNOWING THAT; OR KEEPING IN MIND; ALT/SPD. AT NIGHT; THAT MAKES IT MUCH TOUGHER.