FOLLOWING WX AVOIDANCE MANEUVERING; FLT CREW OF CARJ AND HIGH AND FAST AT THE FAF. AT THE CAPT'S DIRECTION; THE CREW EXECUTES A 360 DEG DSNDING TURN TO ACHIEVE STABILIZED APCH CRITERIA. FO; THE PF; TAKES EXCEPTION TO THE CAPT'S DECISION.

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AS OUR FLT ARRIVED IN THE SGF TERMINAL AREA; RADAR SHOWED SEVERAL AREAS OF MODERATE CONVECTIVE ACTIVITY. ONE AREA WAS NEAR THE SGF VOR AND CAUSED US TO CHOOSE AN APCH TO RWY 14 INSTEAD OF RWY 20. ALONG THE FINAL TO RWY 14; THERE WAS AN AREA OF WX A COUPLE OF MI NW OF BVRLY AND ANOTHER SMALL AREA A COUPLE OF MI NE OF REEVZ. THE WX AT THE ARPT WAS GOOD VFR WITH A LIGHT; STEADY BREEZE. ATC ALLOWED US TO MANEUVER CLR OF THE WX WITH THE INTENTION THAT WE WOULD SEE THE ARPT AND EXECUTE A VISUAL APCH TO RWY 14. HOWEVER; OUR SHALLOW RATE OF DSCNT WHILE COMPLYING WITH THE PREVIOUSLY ISSUED DSCNT CLRNC; COMBINED WITH THE FO'S DECISION TO MAINTAIN 250 KTS; MADE IT DIFFICULT TO MANEUVER WITHIN THE AVAILABLE AREA. I TOLD THE FO ON 3 OCCASIONS TO SLOW DOWN; BUT THE SPD REDUCTION EITHER DID NOT OCCUR OR WAS TOO SLOWLY EXECUTED. WE REQUESTED TO PROCEED DIRECT TO BVRLY AND WERE CLRED TO DO SO; BUT THE FO CHOSE TO PROCEED DIRECT TO REEVZ. I HASTILY CLRED THIS WITH ATC. WE CALLED THE ARPT IN SIGHT AND WERE CLRED FOR A VISUAL APCH. HOWEVER; WE CROSSED REEVZ AT APPROX 5000 FT AND 230 KTS. I BECAME DOUBTFUL THAT A SAFE AND STABILIZED APCH WOULD BE POSSIBLE IF WE PROCEEDED STRAIGHT IN FROM THAT POINT; SO I REQUESTED A L 360 DEG TURN AND ATC APPROVED. DURING THE TURN; THE FO MADE VERY CLR HIS OPINION THAT A 360 DEG TURN WAS A POOR AND UNNECESSARY DECISION ON MY PART BECAUSE HE BELIEVED THAT WE WOULD HAVE BEEN ABLE TO COMPLETE A STABILIZED APCH. I DIDN'T FEEL THAT THE TIME WAS APPROPRIATE FOR SUCH A DISCUSSION. THE WHOLE THING WOULD HAVE WORKED OUT FINE IF WE HAD BEEN LEVEL AT OUR ASSIGNED ALT SOONER AND THE CTLR'S EFFORTS WERE MUCH APPRECIATED.