Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Flight Crew Total 3100
Human-Machine Interface
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Flight Crew Took Evasive Action
Human Factors
My FO (First Officer) was flying a visual into ZZZ RWY XX. We were cleared for the approach and the FO turned off her Auto Pilot and turned inbound. She was high and had her pink needles still up. I told her she is high and fast; still going 170-180 KTS. After looking outside; it appeared to me that she was not making corrections or not making them fast enough. I told her to pull her power back and pitch down to the glide slope without diving. At this time; I switched her from FMS to NAV so she would have a glide slope. I was looking outside and saw she was still high. I looked inside and saw her speed was now slow. I told her to continue to push the nose down to gain airspeed and lose altitude. I did not know her power was at idle. I was looking outside; and she now appeared low. I looked back inside and saw she was below the glide slope and the PLI (Pitch Limit Indicator) was coming down. I said; 'my aircraft' and put in power. The PLI touched the FD (Flight Director) just as I took over and I believe the stick shaker may have activated for a split second. I am not sure. I believe the airspeed was at approximately 123 or 124 knots when I took the controls. We did not lose any altitude and we were above 3;500 ft when the event occurred. I believe my FO was focused on looking outside and became tunnel visioned and not looking inside at her airspeed; altitude; etc. for situational awareness. I believe she may have been behind the aircraft and when she met up with the glide slope; did not put in power and was not aware of her speed.Spend more time watching the FO than looking outside at the airport and runway. I should have been more aware of what she was doing with the power and told her to put power back in once she was on the glide slope. When I told her to pull power to lose airspeed and push the nose down to lose altitude; I should have told her what to do once she got on her target airspeed and altitude.
EMB-140 Captain reported that the First Officer's pitch and power inputs while flying a visual approach caused the aircraft to become unstable; necessitating the Captain to take the flight controls.