AN EMB175 CREW REPORTS THE INEXPERIENCED FO OVERFLYING CLT 18R LOC AFTER A CLOSE-IN RWY CHANGE IN WINDY CONDITIONS.

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APCHING CLT ON THE JOHNS 1 ARR; ATIS RPTING ILS APCHS TO RWYS 18L; 18R; AND 23. ACTUAL CONDITIONS N AND W OF THE ARPT WERE VMC EXCEPT FOR A SCATTERED TO BROKEN CLOUD DECK ABOUT 2000 FT MSL. FO; PF; CAPT; PNF. ASSIGNED RWY 23 ON INITIAL CONTACT; APCH WAS BRIEFED AND DATA ENTERED. CLT APCH CTL THEN REASSIGNED ILS RWY 18R ABOUT 20 MI OUT FROM ARPT AND ABOUT 12 MI TO INTERCEPT THE COURSE. I (CAPT) LEFT THE FO IN CHARGE OF THE FLYING DUTIES AND THE RADIO WHILE I RESET THE APCH CONFIGN IN THE FMS FOR RWY 18R. I PROGRAMMED THE FO'S SIDE FIRST AND STATED THE INBOUND COURSE FOR HER TO SET ON THE CDI WHILE BRIEFING THE APCH. DURING THIS TIME A CLRNC TO INTERCEPT THE FINAL WAS GIVEN ON APPROX A 30 DEG INTERCEPT HDG. AND OUR FLT WAS CLRED FOR THE APCH. AS I COMPLETED THE TASKS ON THE L SIDE (HEAD DOWN) I NOTICED THE ACFT WAS ON THE RWY 18R LOC CTRLINE (ABOUT 9 DME) AND NOT INTERCEPTING. I IMMEDIATELY ALERTED THE FO AND SPUN THE HDG BUG TO AN INTERCEPT COURSE FROM THE E SIDE OF THE RWY 18R LOC AND TOLD HER TO FLY THIS HDG TO REINTERCEPT. I ALSO CHKED TCAS FOR TFC AND SAW THAT THERE WAS NO TFC IN OUR PROX ON RWY 18L; ONLY APCH TFC FOR RWY 23. I ALSO SAW THAT THE WIND VECTOR ANGLE WAS R TO L AT 51 KTS AND PUSHING THE ACFT FURTHER L OF COURSE. I THEN RESET THE HDG FURTHER R. WE WERE ALSO DSNDING AT THIS POINT BUT WERE INDICATING 1.5 DOTS HIGH ON THE GS. THE EFIS DISPLAY (MFD) THROUGH THE FMS ILLUSTRATED THE FINAL APCH COURSE LINE FOR RWY 18R AND WAS HELPFUL IN REGAINING THE CTRLINE; BUT NOT BEFORE WE EXPERIENCED FULL SCALE DEFLECTION. DURING THIS TIME THE AIRPLANE WAS DSNDING AND CONFIGURING FOR LNDG. PRIOR TO THE FAF THE AIRPLANE REACQUIRED THE CTRLINE; BUT WAS STILL 1.5 DOTS HIGH ON THE GS. JUST INSIDE THE FAF THE RWY WAS IN SIGHT VISUALLY AND THE GS RECAPTURED. NO GPWS WARNINGS WERE EVER RECEIVED; AND AT NO POINT WAS THE APCH UNSTABILIZED. A NORMAL LNDG FOLLOWED. THE FO WAS RELATIVELY INEXPERIENCED AND AFTER DISCUSSION ON THE GND WE DISCOVERED SHE SIMPLY FAILED TO ARM THE NAV SELECT ON THE FLT GUIDANCE PANEL AND FAILED TO RECOGNIZE THE PROX OF THE ACFT TO THE CTRLINE. I WAS HEADS DOWN COMPLETING TASKS AND MY ATTN WAS NOT ON LOC NEEDLE WHEN IT BEGAN TO MOVE. THE 50+ KTS OF SIDE WIND FURTHER AGGRAVATED THE ATTEMPT TO REINTERCEPT THE LOC FROM THE OPPOSITE SIDE; RESULTING IN THE FULL SCALE DEFLECTION. ULTIMATELY I; AS CAPT; WAS AWARE OF MY LIMITATIONS AND FELT THAT THERE WAS ADEQUATE TIME TO RESET THE APCH AND BRIEF PRIOR TO CLRNC; RATHER THAN VECTOR TO BUY TIME. I WAS NOT AWARE OF THE LIMITATIONS OF THE FO WHO; IN HER LIMITED 121 EXPERIENCE; WAS NOT ABLE TO KEEP UP WITH A SUDDENLY VERY BUSY COCKPIT. I AM SURE ATC REASSIGNED THE RWY 18R APCH TO US TO MAKE OUR ARR FROM THE W MORE CONVENIENT. IN ACTUALITY; THE ASSIGNMENT WAS VERY INCONVENIENT HAVING ALREADY BRIEFED AND SET UP FOR THE APCH TO RWY 23. THE SITUATION WAS FURTHER AGGRAVATED BY STRONG WINDS PUSHING E AND THE INEXPERIENCE OF THE FO. WE SHOULD HAVE SAID THANKS; BUT NO THANKS; WE WILL KEEP FLYING FOR RWY 23. SUPPLEMENTAL INFO FROM ACN 769344: WE WERE TOLD TO EXPECT ILS RWY 23 APCH INBOUND TO CLT. SETUP IN THE FMS AND PFD WAS COMPLETE AS WAS THE APCH BRIEFING FOR ILS RWY 23. APPROX 20 MI FROM CLT; APCH THEN TOLD US TO THEN EXPECT RWY 18R DIRECT TOMME INTXN FROM OUR PRESENT POS. THE PNF REPROGRAMMED THE FMS AND PFD AS I WAS CONFIGURING THE AIRPLANE. AT 3000 FT; THE WINDS WERE 50 KTS DIRECT XWIND FROM THE R. OUR COURSE TO CAPTURE THE LOC WAS FROM W TO E. DUE TO BEING CLRED EARLIER THAN EXPECTED FROM THE ORIGINAL APCH; THE AUTOPLT DID NOT CAPTURE THE LOC. WE OVERSHOT THE LOC DUE TO THE STRONG WINDS; APCHING THE AREA OF RWY 18L. AT THE TIME I BELIEVE RWY 18L WAS NOT BEING USED FOR ARRS. THERE WAS NO RA OR GPWS INDICATIONS AT ANY TIME. BEING NEW TO THE AIRLINE INDUSTRY; I FEEL THIS OCCURRENCE COULD HAVE BEEN PREVENTED IF ATC GAVE US ADDITIONAL VECTORING TO SET UP PROPERLY OR ADVISED ATC THAT WE COULD NOT ACCEPT THE ILS RWY 18R.