Narrative:

On a 12 hour plus international flight with 2 capts and 2 fos; I was the first officer who flew the first half of the flight. After my portion of the flight and my break I was sitting in the jump seat observing the relief crew flying the descent and approach. We were originally given the ILS approach to runway 22R. This was the approach loaded in the FMC. We were subsequently cleared for the visual to runway 22L. The relief first officer was flying the approach. I don't know if approach control held the aircraft at an unusually high altitude; but the PF was having a hard time descending and slowing after the runway change. The fact runway 22R ILS was loaded in the FMC caused the GPWS to issue a false 'too low terrain' warning; which added to the high workload. In an effort to slow down the flying crew selected 25 degree and then 30 degree flaps above the maximum 25 degree to 30 degree flap speeds; which resulted in a flap relief EICAS message. The resultant touchdown was outside the touchdown zone and well above vref speed. The aircraft was stopped well within the remaining runway; and maintenance was alerted to the possibility of hot brakes; which did not occur. It is company policy to be on a stabilized approach below 1000 ft AGL on approach speed in the landing configuration which did not occur on this approach.callback conversation with reporter revealed the following information: reporter stated that to his eternal shame he did not request a go around when he decided that the approach was unstable. A factor in this event was fatigue caused by a long overnight flight. On approach; the aircraft was low; then got fast and landed long on the runway prompting a comment from the controller about the aircraft developing hot brakes.

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Original NASA ASRS Text

Title: A B747-400 PLT RPTS OBSERVING AN UNSTABLE APCH FROM THE JUMPSEAT RESULTING IN A FAST; LONG LNDG. RPTR FAILED TO REQUEST A GAR.

Narrative: ON A 12 HR PLUS INTERNATIONAL FLT WITH 2 CAPTS AND 2 FOS; I WAS THE FO WHO FLEW THE FIRST HALF OF THE FLT. AFTER MY PORTION OF THE FLT AND MY BREAK I WAS SITTING IN THE JUMP SEAT OBSERVING THE RELIEF CREW FLYING THE DSCNT AND APCH. WE WERE ORIGINALLY GIVEN THE ILS APCH TO RWY 22R. THIS WAS THE APCH LOADED IN THE FMC. WE WERE SUBSEQUENTLY CLRED FOR THE VISUAL TO RWY 22L. THE RELIEF FO WAS FLYING THE APCH. I DON'T KNOW IF APCH CTL HELD THE ACFT AT AN UNUSUALLY HIGH ALT; BUT THE PF WAS HAVING A HARD TIME DSNDING AND SLOWING AFTER THE RWY CHANGE. THE FACT RWY 22R ILS WAS LOADED IN THE FMC CAUSED THE GPWS TO ISSUE A FALSE 'TOO LOW TERRAIN' WARNING; WHICH ADDED TO THE HIGH WORKLOAD. IN AN EFFORT TO SLOW DOWN THE FLYING CREW SELECTED 25 DEG AND THEN 30 DEG FLAPS ABOVE THE MAXIMUM 25 DEG TO 30 DEG FLAP SPEEDS; WHICH RESULTED IN A FLAP RELIEF EICAS MSG. THE RESULTANT TOUCHDOWN WAS OUTSIDE THE TOUCHDOWN ZONE AND WELL ABOVE VREF SPD. THE ACFT WAS STOPPED WELL WITHIN THE REMAINING RWY; AND MAINT WAS ALERTED TO THE POSSIBILITY OF HOT BRAKES; WHICH DID NOT OCCUR. IT IS COMPANY POLICY TO BE ON A STABILIZED APCH BELOW 1000 FT AGL ON APCH SPEED IN THE LNDG CONFIGURATION WHICH DID NOT OCCUR ON THIS APCH.CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THAT TO HIS ETERNAL SHAME HE DID NOT REQUEST A GAR WHEN HE DECIDED THAT THE APCH WAS UNSTABLE. A FACTOR IN THIS EVENT WAS FATIGUE CAUSED BY A LONG OVERNIGHT FLT. ON APCH; THE ACFT WAS LOW; THEN GOT FAST AND LANDED LONG ON THE RWY PROMPTING A COMMENT FROM THE CTLR ABOUT THE ACFT DEVELOPING HOT BRAKES.

Data retrieved from NASA's ASRS site as of January 2009 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.