Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 60; Flight Crew Total 12000; Flight Crew Type 500
Training / Qualification; Distraction; Situational Awareness; Communication Breakdown
Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Chart Or Publication; Company Policy; Human Factors; Procedure
Routine flight.  A route I've flown many times. I was the pilot in command but the pilot not flying in the right seat. The approach to be used at ZZZ was the ILS 19 with a circle to RWY 24 due to gusty winds from 280 degrees. The approach which both crew members were very familiar with; was briefed way ahead on the descent on to the area. The Pilot Flying showed some anxiety about the circling maneuver. In the past he has struggled with visually flying maneuvers such as a circle to land. Initially we briefed that due to the fact that the weather was CAVU (Clear and Visibility Unlimited) that upon transitioning from FMS GPS based navigation to 'green needle' land based navigation ie; ILS that me as a right seat pilot not flying would change the FMS to runway 24 vs runway 19 ILS to give the Pilot Flying some help with lateral and vertical navigation for the circling procedure.We were now being vectored to the final approach course and I realized that by changing the FMS the way the Pilot Flying had desired to give him help with his lack of skill in visual flying; that I could not do this because by doing so it would wipe out the missed approach for the ILS 19 procedure in the FMS. If on the circle we were to have to go missed approach we would be required to fly the charted missed approach procedure. I verbalized this to the PF (Pilot Flying) and thought he understood that he would just have to start the circle using VFR maneuvering skills. Now; this said; the procedure at ZZZ during this circle is rather easy. At the final approach fix 'ZZZZZ' which is 5 miles out from runway 19 is where you start the circle. Basic airman ship here required.At about 4 miles from ZZZZZ; Tracon gave us a vector heading of 140 to intercept the runway 19 localizer and maintain 2000 feet until established. The Pilot Flying intercepted the localizer and picked up the glide slope as well; fine. He then asked me to select runway 24 in the FMS. I once again told him I could not do this because we would lose missed approach FMS data; and that he would have to fly visually upon starting the circling maneuver from ZZZZZ. I also told him that I would help him with headings and altitudes for a visual circle and that this is a piece of cake routine procedure. This is where things went wrong with CRM.The Pilot Flying who was already very anxious about flying the circle became very irate that we couldn't provide runway 24 FMS lateral and vertical navigation. At this point the Pilot Flying was hand flying the approach. He was so irate and having what I call a meltdown that he started to not only hand fly the aircraft but also start trying to change the FMS with no crew coordination from me. He was very upset. I tried to calm him down by saying 'listen just fly visually we are 5 mile from the airport' he had none of this and continued to be very irate. This was disconcerting but I tried my best to keep my cool and watch his flying. Things snowballed from here. He now; due to flying the airplane and being head down on the cockpit; got off course from the localizer and 200 feet low on the glide slope. I insistently told him to stop messing with the FMS and fly the airplane. At this point we had already been switched to the tower. The tower called us and said low altitude alert due to us being off course. I told the Pilot Flying to correct immediately. The tower then asked if we had the airport in sight and I replied affirmative. We had the airport from probably 15 miles out prior to vectors for the ILS.The pilot flying continued to act irate and irrational and basically clammed up any communication with me destroying CRM. I helped the Pilot Flying visually maneuver giving him headings on the guidance panel as well as watching altitudes. For some reason he also manually changed the speed with the auto throttles to 10 knots higher. I told him to return to the briefed speed for the approach and he at least did that. We then finally got stabilized and proceeded to make a fairly normal landing. I tried to debrief after shutting down the aircraft to no avail. The Pilot Flying acted very defensive. Threatened my job. Would not listen to any constructive discussion regarding how a very easy routine approach was turned into a non-stabilized screwed up approach.How to avoid issues like this in the future is what I'm trying to figure out. This particular pilot has had a pattern of very poor airmanship and CRM skills. His inability to adapt to even a very minor change is worrisome. His reliance on automation is very similar to accident reports I've read. He is a person who has a higher position in the company therefore it is a catch 22 so to speak if I were to bring this up in even a constructive way with management let alone with the said person who was PF who it would probably be my job that would be in jeopardy. Yes; pretty messed up. Very unprofessional behavior. Best solution is for me to find another job. There's way too many very professional pilots that I fly with that this would never happen.
Corporate Pilot reported CRM breakdown with the copilot during approach.