CRJ200 First Officer reported receiving EGPWS warnings during approach. Flight crew continued to landing.

Narrative

Prior to departing ZZZ1 to ZZZ the Captain and I were discussing the current weather conditions at ZZZ. The weather at ZZZ was below minimums for all the runways expect the ILS to Runway XX. We looked at the winds at ZZZ and they we out of the N at 12kts Gusting 19. Knowing this we knew Runway XX would have a tail wind when we got to ZZZ and knew that it would be a possibility that we could exceed our 10kts tail wind limitation. The Captain contacted Dispatch with our concerns of possibility of not being able to complete the flight once we got there. After further discussion with Dispatch we agreed to depart and attempt the flight to ZZZ with the plan to divert back to ZZZ1 if we could not get in due to the weather. We ended up departing and once we got the current weather for ZZZ weather did not improve. We began a hold over ZZZ VOR and waited for the wind to be within limitations to land Runway XX. The Captain said he will monitor the winds while on the approach to make sure we still within the tailwind limitation. Once the winds improved we attempted the ILS XX. While over the FAF winds picked up and we commenced a miss approach. We diverted back to ZZZ1 as planned with no issues.Once we were back in ZZZ1 the company wanted us to make another attempt at making the flight to ZZZ. While looking at the new government TAF for ZZZ there was no change in the weather conditions. Both the Captain and I had the same concerns from our first attempt. Dispatch then provided us with a TAF from WSI that showed the weather improving just enough to attempt the RNAV XY into ZZZ which would allow us to land with a headwind and complete the flight. Both the Captain and I were still concerned on the the completion of the flight because we were provide two different TAFs. We did not know which one was going to be accurate. Dispatch upped our fuel reserves which would allow us multiple attempts into ZZZ and also enough fuel to divert back to ZZZ1. We departed ZZZ1 with the plan of attempting the RNAV XY first. We arrive at ZZZ and two prior planes we able to get in on the RNAV XY. We attempted the RNAV XY and made visual sight with the ground; but could not get visual on the runway. We proceeded to go missed and flew in the hold. While in the hold we discussed were going to attempt the ILS XX again if the winds were below our tailwind limitation of 10kts. We listened to the weather and verified that the winds were within our limitations. We exited the hold and began the ILS XX. Everything was standard about the approach except once we broke out of the clouds at minims. I called 'runway in sight' and the Captain said 'Landing'. After our callouts the captain communicated to me he was higher than he expected once breaking out of the clouds. To correct he increased his descent rate after that we were below glide slope and herd the EGPWS aural 'Glide Slope' followed by'Pull Up'. As Pilot monitoring I verified we were were still with in all the stable approach criteria and since we had visual contact with the runway on very short final with no obstacles I elected to allow him to complete the landing. The landing was firm and the plane touched down by the 1000ft markings. During our the debrief the Captain and I discussed what happened and both of us determined that the maneuver made seem to be erratic; but was not out of standards. After a couple of days after the event; even though it was within our company standards I was not satisfied with my actions. I should of called for a Go Around. I believe the multiple missed approaches at ZZZ made me reluctant to call for a go around once we had the runway insight.I justified the Captains actions in the moment to increase his descent rate on short final. Due to the knowledge of tailwind and wet runways to limit float and long landing.I also believe fatigue was also a contributing factor. We were coming off a minimum rest period from the night night before. Even thought at the time I felt fit tofly looking back I think fatigue affected my decision making. To avoid this in the future I will call for a go around even if the approach is stable.