A B737-300 FLT CREW WITH AN FAA INSPECTOR IN THE JUMP SEAT IS GIVEN A BAD VECTOR ONTO FINAL WHICH RESULTED IN A MISSED APCH.

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WE HAD THE FAA INSPECTOR ON THE JUMP SEAT. WE WERE IN MULTIPLE RADAR VECTORS FOR THE ILS RWY 10 AT BALTIMORE. THEY WERE VERY BUSY. EVERYTHING WAS GOING WELL. WE WERE ON A L BASE; IMC; BEING VECTORED FOR ILS RWY 10 AND ONLY 10 MI OUT FROM ARPT. WE WERE TOLD TO MAINTAIN 210 KTS AND 3000 FT. THEN WE WERE TOLD TO MAINTAIN 230 KTS (STILL 10 MI OUT ON VECTORS FOR THE ILS; VERY TIGHT IN). THEN ATC TOLD US TO MAINTAIN 2000 FT UNTIL ESTABLISHED; CLRED ILS RWY 10 AND TURN L TO 090 DEGS TO INTERCEPT. I DID ALL. THEN ATC REALIZED HE HAD MESSED UP AND TOLD US HE MEANT 130 DEGS TO INTERCEPT. WE WERE COMING UP QUICKLY ON JEANS. THE AUTOPLT WAS TO BE USED FOR THE APCH. GS CAME ALIVE AND WE WERE TOTALLY CONFIGURED FOR LNDG BEFORE JEANS (FAF). GS WAS NOW A DOT LOW BELOW AND JUST PAST JEANS AND THEN LOC STARTED TO SLOWLY MOVE. THEN THE AUTOPLT TURNED TO CAPTURE LOC. IT PARALLELED LOC; 1 DOT TO L OF COURSE. GS WAS 1.5 DOTS BELOW US. WE WERE HIGH DUE TO ATC'S VERY LOUSY TURN ON. THEN THE AUTOPLT STARTED TO DSND THE PLANE. ABOUT THEN; THE AUTOPLT UNCOUPLED AND THE COPLT'S FLT DIRECTOR TURNED OFF. CAPT IMMEDIATELY SAID 'GO AROUND!' WE WENT MISSED APCH. THIS ALL HAPPENED VERY QUICKLY. ATC TOLD US TO CLB TO 2000 FT AND RWY HDG. WE DID. WE WERE VECTORED FOR THE APCH AGAIN; AND THIS TIME WITH A PROPER ATC TURN ON. THE AUTOPLT AND FLT DIRECTOR WORKED PERFECTLY. SADLY; IN THE 2 YRS AT COMPANY; I HAVE NEVER HAD THIS HAPPEN; YET OF COURSE WITH THE FAA ON JUMP SEAT; ALL THIS HAPPENED. THIS WHOLE SIT HAPPENED DUE TO THE TERRIBLE TURN ON FOR THE ILS RWY 10 THANKS TO THE FAA CTLR. ATC SHOULD NEVER HAVE US INTERCEPT INSIDE THE MARKER AND/OR HIGH; TOO.