A widebody transport air carrier got a GPWS warning in approach into edds.

Attributes
ACN	237740
Time
Date	199303
Day	Sun
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : edds
State Reference	FO
Altitude	agl bound lower : 3500 agl bound upper : 3500
Environment
Flight Conditions	Mixed
Light	Daylight
Aircraft 1
Controlling Facilities	tower : edds
Operator	common carrier : air carrier
Make Model Name	Widebody, Low Wing, 3 Turbojet Eng
Navigation In Use	Other Other
Flight Phase	descent : approach
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 200 flight time total : 6000 flight time type : 2000
ASRS Report	237740
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	non adherence : clearance non adherence : published procedure other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	flight crew : returned to intended course or assigned course flight crew : became reoriented
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

On second leg, following an ocean crossing to amsterdam, had heard about notorious NDB to runway 8 and took great pains to brief it. Got turned to a short final and got behind while configuring. Caught back up prior to FAF. Due to unusual flight director confign to fly NDB and fatigue, got high on final where you started at 1100 ft AGL 3.2 DME from the end of the runway. Got 'sink rate' GPWS call as we caught up. Floated a bit but got it down and stopped with room to spare. Mon morning quarterbacking finds a book required landing rollout of 5700 ft on this 8366 ft runway. Also, although we have to maintain 2400 ft MSL to the FAF, the minimum 2100 ft MSL visual descent point is nearly coincidental, thereby necessitating a high rate of descent if at 2400 ft prior to FAF or, better yet, a planned descent from 3500 ft MSL to cross FAF at 2400 ft in a continuing descent. What we really need to do is end the madness or multiple leg international flts (with oceanic xings) or develop stricter duty limitations to penalize the practice.

Original NASA ASRS Text

Title: A WDB ACR GOT A GPWS WARNING IN APCH INTO EDDS.

Narrative: ON SECOND LEG, FOLLOWING AN OCEAN XING TO AMSTERDAM, HAD HEARD ABOUT NOTORIOUS NDB TO RWY 8 AND TOOK GREAT PAINS TO BRIEF IT. GOT TURNED TO A SHORT FINAL AND GOT BEHIND WHILE CONFIGURING. CAUGHT BACK UP PRIOR TO FAF. DUE TO UNUSUAL FLT DIRECTOR CONFIGN TO FLY NDB AND FATIGUE, GOT HIGH ON FINAL WHERE YOU STARTED AT 1100 FT AGL 3.2 DME FROM THE END OF THE RWY. GOT 'SINK RATE' GPWS CALL AS WE CAUGHT UP. FLOATED A BIT BUT GOT IT DOWN AND STOPPED WITH ROOM TO SPARE. MON MORNING QUARTERBACKING FINDS A BOOK REQUIRED LNDG ROLLOUT OF 5700 FT ON THIS 8366 FT RWY. ALSO, ALTHOUGH WE HAVE TO MAINTAIN 2400 FT MSL TO THE FAF, THE MINIMUM 2100 FT MSL VISUAL DSCNT POINT IS NEARLY COINCIDENTAL, THEREBY NECESSITATING A HIGH RATE OF DSCNT IF AT 2400 FT PRIOR TO FAF OR, BETTER YET, A PLANNED DSCNT FROM 3500 FT MSL TO CROSS FAF AT 2400 FT IN A CONTINUING DSCNT. WHAT WE REALLY NEED TO DO IS END THE MADNESS OR MULTIPLE LEG INTL FLTS (WITH OCEANIC XINGS) OR DEVELOP STRICTER DUTY LIMITATIONS TO PENALIZE THE PRACTICE.

Data retrieved from NASA's ASRS site as of July 2007 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.