AN ACR TWIN JET MAKES A LATE TURN ON THE LOC RWY 27R; OVERSHOOTS AND GETS INTO A DESTABILIZED APCH SIT 7 MI E OF MIA; FL.

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THE FLT FROM CLT TO MIA HAD BEEN COMPLETELY ROUTINE AND THE WX IN MIA WAS GOOD WITH BROKEN CLOUDS AT 2000 FT AND GOOD VISIBILITY UNDERNEATH. FO WAS FLYING ACFT AND MIA APCH CTL WAS VECTORING US FOR AN APCH TO RWY 27R. FO BEGAN SLOWING AND CONFIGURING ACFT ABOUT 15 MI N; AS PER NORMAL. ACFT WAS ON AUTOPLT. APCH CTL GAVE US A LATE TURN TO INTERCEPT THE ILS RWY 27R AND AUTOPLT DID NOT INTERCEPT LOC. WHILE ATTEMPTING TO REJOIN LOC (USING HDG BUG) FROM THE S; GS INTERCEPT WAS ALSO NOT MADE. WHEN LOC WAS RECAPTURED; THE ACFT WAS TOO HIGH ON THE GS TO MAKE A NORMAL APCH AND LNDG; SO A GAR WAS ACCOMPLISHED. A NORMAL APCH AND LNDG WAS SUBSEQUENTLY ACCOMPLISHED. WHAT REALLY IMPRESSED ME WITH THIS EVENT WAS JUST HOW QUICKLY THINGS CAN GO FROM COMPLETELY ROUTINE (READ: BENIGN) TO COMPLETELY OUT-OF-HAND (READ: DANGEROUS). IN THE SPACE OF LESS THAN 2 MINS; WE WENT FROM A NORMAL FLT TO A COMPLETELY UNSTABILIZED APCH; WHILE NO DOUBT INTRUDING ON AIRSPACE FOR THE RWY 30 APCHS. BEING ON AUTOPLT HINDERED RATHER THAN HELPED; I BELIEVE; BUT MY COMPANY ENCOURAGES ITS USE; DUE TO ITS RECOGNIZED CAPABILITIES. I THINK THE FO'S RELIANCE ON THE AUTOPLT CAUSED A LACK OF SITUATIONAL AWARENESS; RESULTING IN THE START OF THE 'SNOWBALL ROLLING DOWN THE MOUNTAIN.'