A SUPPLEMENTAL ACR L1011 FLC DSNDS LATE AND THEN IS TOO HIGH TO MAKE A SAFE; STABILIZED APCH; BUT ATTEMPTS THE APCH ANYWAY AND DOES NOT GAR UNTIL ORDERED TO DO SO BY THE TWR CTLR. THE MISSED APCH WAS NOT WELL DONE EITHER.

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EVENT OCCURRED AT CONCLUSION OF A SCHEDULED DAY BEGINNING WITH AN XA00L/XE30Z SHOWTIME. CREW FLEW A 4:42 LEG FROM GANDER; NEWFOUNDLAND; TO MCO; CLRED CUSTOMS; ETC; THEN FLEW A 4:26 LEG RETURNING TO CYQX. THIS FLYING DAY FOLLOWED A 12 HR LAYOVER PROCEEDED BY A 1:25 FERRY FROM MIAMI TO ORLANDO; AND A 4:18 ORLANDO TO GANDER. ODD HRS/CIRCADIAN IMPACTS ON CREW PERFORMANCE. GANDER ATIS RPTED CEILING 300 FT WINDS 280 DEGS/7 KTS. ILS RWY 31 OR ILS RWY 4 AVAILABLE. CREW BEGAN LETDOWN FROM FL370 LATE (97 DME; NORMALLY 115-120) AND CAPT EXTENDED FULL SPD BRAKES WITH 320 KIAS PASSING 18000 FT. CAPT HAD APPEARED FATIGUED; BUT WAS REVIVED AND ALERT FOR LETDOWN; AS THIS COPLT EXPECTED. CREW INITIALLY PROCEEDED DIRECT TO GANDER VOR; APCH TURNED US 15 DEGS R FOR VECTOR TO INTERCEPT ILS RWY 4; CAPT'S RWY SELECTION. PASSING 30 DME WE WERE DSNDING THROUGH 15000 FT AT 310 KIAS AND THE L-1011 DOES NOT BOTH GO DOWN AND SLOW DOWN; IT ONLY DOES ONE OF THOSE AT A TIME EVEN WITH BRAKES OUT. COPLT ANTICIPATED NEED FOR ROOM AND ASKED GANDER APCH HOW FAR ON ILS FINAL OUR VECTOR WOULD TAKE US. GANDER RESPONDED '9 MI.' I MENTIONED TO CAPT; 'IS THIS GOING TO WORK?' HE SAID 'WE'LL MAKE IT; GEAR DOWN.' WE INTERCEPTED FINAL; OVERSHOT BY A HUGE MARGIN WITH A 90 DEG INTERCEPT; AT 9 DME; 7000 FT; GEAR DOWN; FLAPS AT 4 DEGS AND SPD BRAKES PARTIALLY EXTENDED. USING 45 DEG TURN BACK; RECROSSED LOC AND CONTINUED S-TURNS; SLOWING BY BREAKING DSCNT RATE AND EXTENDING FLAPS. AT 4 DME; PASSING 2400 FT MSL/RADAR ALTIMETER ALIVE; GS? AND S-TURNING FOR THE LOC. SOMEWHERE; TWR INQUIRED OUR STATUS -- 'CONTINUING; WIND CHK; PLEASE.' COPLT CAUGHT FIELD AT 1:30 RELATIVE; 900 FT AGL AT 1 MI -- 'CAN'T MAKE IT' AT SAME MOMENT TWR INSTRUCTED 'EXECUTE MISSED APCH.' THE CAPT CALLED 'MISSED APCH;' AND ADDED PWR AND LEVELING. HE THEN CALLED 'GEAR UP; FLAPS 10 DEGS.' COPLT RESPONDED; 'ONLY 1.4 EPR; AIRSPD 142 KTS; FLAPS TO 22 DEGS.' CAPT THEN ADDED TWR PER OUR TKOF AND LNDG DATA CARD TO 1.532 (I THINK); BUGS SET FOR GAR; AND INCREASED AIRSPD AS WELL AS CLB RATE; COPLT CALLED 'FLAPS TO 10 DEGS.' WE THEN SWITCHED TO APCH FREQ AND IN VIEW OF RAGGED BOTTOMS OF THE CLOUD DECK; ELECTED TO COMPLETE LOC BACKCOURSE RWY 22 APCH; NORMAL CONDITIONS ENSUED. THIS EXCESSIVELY NONSTANDARD APCH COULD HAVE BEEN AVOIDED IN SEVERAL WAYS: 1) LET DOWN IN HOLDING; 2) VECTOR TO 25 OR 20 MI FINAL. THIS IS THE THIRD TIME I HAVE ARRIVED ON A HIGH SPD; 90 DEG INTERCEPT TO FINAL AT GANDER AND FAILED TO STABILIZE THE APCH FOR LNDG. EACH OCCURRENCE WAS IN DARKNESS; IMC! CREW; AND GANDER APCH; SHARE RESPONSIBILITY FOR THE MANNER IN WHICH APCH WAS COMMENCED. THE CAPT; A CHK AIRMAN WITH YRS OF USAF C141; AND PART 121 MAJOR AIRLINE EXPERIENCE; ELECTED TO 'JOHN WAYNE IT' IN ACTUAL IMC. COPLT BROUGHT UP CONSIDERATION FOR OPTIONS BUT SHOULD HAVE BEEN MORE ASSERTIVE. FE NEVER SAID ANYTHING OTHER THAN CHKLIST RESPONSES.