Narrative:

Pushed 2 hours 18 mins late from ramp. Flew ZZZ to slc. In flight ATIS was reporting using runway 16L/right for arrivals and we were filed for the DELTA4 RNAV STAR. Upon check in to slc approach the controller assigned us the QWENN4 RNAV STAR and the ATIS was reporting using runway 34L/right and runway 35. We changed our arrival to the QWENN4 in the FMC and requested runway 34R. After frenzy intersection at altitude 15;000 MSL the controller told us to descend to 11;000 cross plage at 11;000 MSL cleared for the ILS 34R. At 11;000 prior to plage the captain set the airspeed to 280 knots on the MCP. We had at least 50 tailwind and were advised by ATC we could expect this all the way down the approach. Once at plage the captain selected approach mode and we intercepted the glideslope at that point; localizer was already captured. Passing 10;000 I advised to the captain to watch the airspeed since we were still at the selected 280 knots. Since the glideslope and localizer were captured he didn't want to change any of the modes to reduce the speed other than roll the airspeed back to around 240 knots and he said there was nothing more he could do. We continued to descend on path at 280 knots with a significant tailwind. From 15;000 to around 9;000 I believe we were still in IMC. At that point we got an amber line through the GS on the FMA. I pointed this out verbally to the captain twice. We continued to follow the false GS path at this point and localizer was still captured and tracking. The approach controller told us to contact slc tower. I forgot the frequency after I read it back. Went to go look it up and dialed it in. I contacted tower now in VMC conditions and as I looked up we got an aural glideslope announcement to correct our path and at this point I noticed we were extremely low. I commented to the captain to watch his altitude. He turned off the autopilot and at some point he turned off the flight director. The controller cleared us to land and announced we were low for our position on the approach. This occurred between chevl and hakkr on the ILS. Now when I looked at our ADI we had full deflection of GS and localizer and the captain appeared to be lined up with runway 35. The controller now asked us if we had the field in sight. I asked the captain do you see the runway and pointed where he needed to go. At this time he was making slow corrections to adjust our course to the runway and stop our high rate of descent. Due to the workload of this unstable approach I forgot the outer marker altitude check. Made my 1000 ft call around 700 ft and the 500ft call around 400 ft. I may have or not verbalized the landing checklist but did confirm gear down; flaps 30 and speed brake was armed. At 400 ft we were stabilized. I feel this event started from departing late in ZZZ. The beginning of the approach already being way to fast with a tailwind on the arrival. A deep desire for both the captain and I to land in slc to catch our commercial travel back to our homes. Also; fatigue and my inaction to call and insist that we perform a no-fault go-around once I saw full deflection of the GS and localizer; the aural GS warning and I visually saw that we were well below the glide path even though at this point we were in VMC conditions. I also feel that the captain turning off his flight director may have led him to lose a piece of valuable information to aid in his situational awareness.

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Original NASA ASRS Text

Title: B767-300 First Officer reported an unstabilized approach during a night arrival which started with a high descent speed and tailwind. A go around was not initiated even though the approach was outside stabilized parameters.

Narrative: Pushed 2 hours 18 mins late from ramp. Flew ZZZ to SLC. In flight ATIS was reporting using runway 16L/R for arrivals and we were filed for the DELTA4 RNAV STAR. Upon check in to SLC approach the controller assigned us the QWENN4 RNAV STAR and the ATIS was reporting using runway 34L/R and runway 35. We changed our arrival to the QWENN4 in the FMC and requested runway 34R. After FRENZY intersection at altitude 15;000 MSL the controller told us to descend to 11;000 cross PLAGE at 11;000 MSL cleared for the ILS 34R. At 11;000 prior to PLAGE the Captain set the airspeed to 280 knots on the MCP. We had at least 50 tailwind and were advised by ATC we could expect this all the way down the approach. Once at PLAGE the Captain selected approach mode and we intercepted the glideslope at that point; localizer was already captured. Passing 10;000 I advised to the Captain to watch the airspeed since we were still at the selected 280 knots. Since the glideslope and localizer were captured he didn't want to change any of the modes to reduce the speed other than roll the airspeed back to around 240 knots and he said there was nothing more he could do. We continued to descend on path at 280 knots with a significant tailwind. From 15;000 to around 9;000 I believe we were still in IMC. At that point we got an amber line through the GS on the FMA. I pointed this out verbally to the Captain twice. We continued to follow the false GS path at this point and LOC was still captured and tracking. The approach controller told us to contact SLC tower. I forgot the frequency after I read it back. Went to go look it up and dialed it in. I contacted tower now in VMC conditions and as I looked up we got an aural glideslope announcement to correct our path and at this point I noticed we were extremely low. I commented to the Captain to watch his altitude. He turned off the autopilot and at some point he turned off the flight director. The controller cleared us to land and announced we were low for our position on the approach. This occurred between CHEVL and HAKKR on the ILS. Now when I looked at our ADI we had full deflection of GS and LOC and the captain appeared to be lined up with runway 35. The controller now asked us if we had the field in sight. I asked the Captain do you see the runway and pointed where he needed to go. At this time he was making slow corrections to adjust our course to the runway and stop our high rate of descent. Due to the workload of this unstable approach I forgot the outer marker altitude check. Made my 1000 ft call around 700 ft and the 500ft call around 400 ft. I may have or not verbalized the landing checklist but did confirm gear down; flaps 30 and speed brake was armed. At 400 ft we were stabilized. I feel this event started from departing late in ZZZ. The beginning of the approach already being way to fast with a tailwind on the arrival. A deep desire for both the Captain and I to land in SLC to catch our commercial travel back to our homes. Also; fatigue and my inaction to call and insist that we perform a no-fault go-around once I saw full deflection of the GS and LOC; the aural GS warning and I visually saw that we were well below the glide path even though at this point we were in VMC conditions. I also feel that the captain turning off his flight director may have led him to lose a piece of valuable information to aid in his situational awareness.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.