FLC OF AN AIRBUS A320 EXCEEDED MAX FLAP SPD DURING FINAL APCH; EXCEEDED GAR ALT ASSIGNMENT; AND FAILED TO PUT THE GEAR DOWN UNTIL HEARING THE WARNING HORN ON SHORT FINAL. IN ADDITION; THE GPWS CALLED FOR PULL UP DUE TO HIGH SINK RATE ON FINAL APCH.

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IT WAS MY LEG; SO I MADE THE TKOF AND FLEW THE LEG FROM SJC TO DEN. AFTER LEVELOFF WE RECHKED THE WX IN DEN AND FOUND THAT THE WINDS HAD BECOME GUSTY AND THERE WAS TURB IN THE AREA. WE RECEIVED A MESSAGE FROM DISPATCH OVER ACARS THAT MENTIONED OF ACFT GOING AROUND AT DENVER BECAUSE OF AIRSPD LOSSES AND GAINS ON FINAL. THE ATIS AT THIS TIME WAS 040 DEGS 10 KTS GUSTING TO 16 KTS; VARIABLE 360 DEGS TO 160 DEGS. WE TALKED ABOUT THE CAPT NEEDING TO MAKE THE LNDG BECAUSE I WAS UNDER 100 HRS; AND THE POSSIBILITY OF RPTED WINDSHEAR. AFTER CHKING THE ATIS AT DENVER SEVERAL TIMES IN RTE; THE WINDS HAD DECREASED TO 090 DEGS AT 8 KTS; SO WE DETERMINED THAT I WOULD MAKE THE LNDG. WE WERE CLRED TO POWDER INTXN TO ARRIVE THERE AT FL190 AND 250 KTS. SHORTLY AFTER ARRIVING AT POWDER WE WERE SLOWED TO 230 KTS AND TOLD BY ATC THAT THEY WERE GOING TO KEEP US HIGH BECAUSE OF THE POSSIBILITY OF TURB FOR ANOTHER 15 MI. I IMMEDIATELY SAID THIS IS GOING TO MAKE US HIGH NOTING THAT THERE WAS A WIND FROM THE S AND WE WERE LNDG ON RWY 35L. WE PRECEDED AS ASSIGNED AND WERE GIVEN 13000 FT AFTER THE 15 MI AND WHAT APPEARED TO BE A BASE TO FINAL FOR RWY 35L. WE WERE LATER TOLD TO DSND TO 9000 FT. ATC ANNOUNCED THAT THERE WAS A DC10 TURNING FINAL IN FRONT OF US; WHICH WE HAD IN SIGHT; AND CLRED US FOR A VISUAL BEHIND THAT ACFT. WE HAD 5 MI SPACING ON THE DC10. WE WERE TOLD TO KEEP 170 KTS TO THE MARKER BEHIND THE DC10. I IMMEDIATELY CALLED FOR GEAR AT 15 MI AND CONFIGURED TO FLAPS 3 DEGS TO LOSE AS MUCH ALT AS POSSIBLE. I IMMEDIATELY ANNOUNCED THAT WE WERE REAL HIGH FOR THE RWY WITH THE L QUARTERING TAILWIND OF 25 KTS. THINKING THAT THIS WOULD PUSH US IN CLOSER TO THE DC10; I ASKED FOR FLAPS FULL AND WENT TO MANAGED SPD. AFTER PUTTING THE FLAPS TO FULL; THE CAPT REPLIED TO CONTINUE AND MENTIONED THAT WE COULD DO SOME 'S' TURNS TO GET DOWN WITH THE POSSIBILITY OF CHANGING RWYS TO 35R FOR ADDITIONAL SPACING; WHICH THE CAPT DISCUSSED AT THAT TIME WITH THE TWR. THROUGHOUT THE DSCNT WE WERE IN LIGHT TOMODERATE TURB; WHICH MADE THE AIRSPD VERY ERRATIC. AFTER MY INITIAL TURN TO THE W TO TRY TO LOSE SOME ALT (IE; A CTLED 'S' TURN); THE CAPT TOOK THE ACFT EXPLAINING THAT THERE MIGHT BE A BETTER WAY TO DO IT TO GET US DOWN. THE CAPT IMMEDIATELY DROPPED THE NOSE AT WHICH TIME I MENTIONED TO WATCH THE AIRSPD. I THEN ANNOUNCED TO WATCH THE FLAP OVERSPD AND THE CAPT PULLED BACK ON THE STICK TO CATCH THE AIRSPD INCREASE. I RECALL THAT THE AIRSPD WAS CLOSE TO THE OVERSPD INDICATOR (RED BARBER POLE). THE CAPT LATER ASKED IF WE WENT OVER IT AND I SAID THAT I WASN'T SURE; BUT WE HAD COME VERY CLOSE TO IT. I MENTIONED ONE MORE TIME THAT WE WERE VERY HIGH AND DIDN'T THINK WE COULD MAKE IT AND THE CAPT KEYED THE MIKE BUTTON AND ASKED IF WE COULD GET RWY 35R. TWR REPLIED THAT WE COULD TRANSITION TO RWY 35R; AT WHICH TIME I CLRED THE FLT PATH TO THE R. THE CAPT AGAIN LOWERED THE NOSE OF THE ACFT TO LOSE ALT AND WE HEARD 'WHOOP; WHOOP PULL UP' BECAUSE WE WERE IN AN EXCESSIVE RATE OF DSCNT. I LOOKED DOWN AND THE VERT DSCNT WAS AMBER AT 2100 FPM. THE CAPT IMMEDIATELY CORRECTED AND FROM THAT POINT ON I CALLED HER VERT DSCNT RATE. THE CAPT THEN SAID WE WOULD LOOK AT HOW WE WERE AT 500 FT AND DETERMINE IF WE SHOULD GAR FROM THAT POINT. AT 560 FT I ANNOUNCE THAT WE LOOKED REAL HIGH AND THAT WE WERE APCHING 500 FT. THE CAPT ASKED IF IT LOOKED OK AND IF I THOUGHT WE COULD MAKE THE LNDG FROM THERE AND I SAID I THINK WE SHOULD GAR; SO THE CAPT COMMENCED THE GAR. I ANNOUNCED THE GAR TO THE TWR AND THEY TOLD US TO CLB TO 8000 FT; TURN TO HDG 120 DEGS; AND TO CONTACT DEP ON 123.85. I MISSED THE FREQ BECAUSE I WAS CONCENTRATING ON THE GAR AT THAT POINT. WE WENT TOGO AND I ANNOUNCED FLAPS 3 DEGS; OF WHICH THE CAPT ECHOED; AND THEN FLEW THE REMAINDER OF THE GAR; CLEANING UP THE ACFT ON SCHEDULE. I THEN TUNED IN THE WRONG FREQ AND WAS UNABLE TO CORRESPOND WITH ANYONE. I THEN TOLD THE CAPT I HAD TUNED IN THE WRONG FREQ. I WAS HOPING THE CAPT HAD REMEMBERED IT. THE CAPT TOLD ME TO GO BACK TO TWR AND ASK FOR THE FREQ AGAIN. I DID AS REQUESTED AND TUNED TO THE RIGHT FREQ AND CONTACTED DEP. THEY TOLD US TO TURN TO 170 DEGS AND TO SLOW TO 170 KTS. I NOTICED THE AIRSPD DROPPING DOWN TO THE ORANGE BAR AND SAID WATCH YOUR AIRSPD TWICE; BEFORE I TOOK THE THROTTLES AND ADVANCED THEM TO THE CRUISE DETENT. ALMOST SIMULTANEOUSLY I NOTICE THAT WE WERE AT 8350 FT; AT WHICH TIME THE CAPT SAID LET'S PUT THE AUTOPLT ON (WE ACTUALLY DIDN'T ENGAGE THE AUTOPLT AT THIS TIME) AND THE PLANE BEGAN TO DSND TO 8000 FT. THE CAPT THEN ASKED FOR FLAPS 1 DEG AND I PUT THE FLAPS TO 1 DEG NOTING THAT WE WERE 10 KTS BELOW FLAP SPD. THE TURB WAS MODERATE AT THE TIME AND THE AIRSPD WAS BOUNCING AROUND BY ABOUT 10 KTS. THE CAPT THEN ASKED FOR FLAPS 2 DEGS; AGAIN I NOTED THAT THE AIRSPD NOW WAS ABOUT 12 KTS BELOW MAX SPD FOR THE FLAPS AND LOWERED THE FLAPS TO 2 DEGS. IMMEDIATELY THE AIRSPD JUMPED RIGHT UP TO MAX FLAP SPD. I MENTIONED THAT THE AIRSPD HAD JUMPED TO MAX FLAP SPD AND WENT BACK DOWN IMMEDIATELY AND THE CAPT ASKED IF WE HAD GONE THROUGH THE MAX FLAP SPD. I SAID I DIDN'T THINK SO; BUT IT WAS VERY CLOSE. I ASKED IF THE CAPT WANTED ME TO FLY THE APCH FROM THAT POINT ON AND DID NOT GET A REPLY. WE HAD NOT ENGAGED THE AUTOPLT FROM BEFORE AND THE CAPT SAID LET'S GO AUTOPLT SO I REACHED UP AND ENGAGED THE #2 AUTOPLT. I ASSUMED THAT THE CAPT WANTED ME TO FLY THE PLANE AT THAT POINT. I PUT RWY 35R IN THE MCDU FOR GUIDANCE AND FOUND THE RWY 35R APCH PLATE. WHILE THE CAPT WAS ON THE PA WE WERE TOLD TO TURN TO A HDG OF 260 DEGS AND ASKED IF WE HAD THE ARPT IN SIGHT. I READ BACK THE HEADING AND SAID THAT WE HAD RWY 35R IN SIGHT; AND SELECTED 260 DEGS FOR OUR HDG. THE CAPT CAME OFF THE PA AND I EXPLAINED THAT WE WERE GIVEN THE HDG OF 260 DEGS AND ASKED IF WE HAD THE RWY. I THEN SAID I WAS GOING TO TAKE US OFF AUTOPLT AND CLICKED THE AUTOPLT OFF. I ASKED FOR FLAPS 3 DEGS AND MENTIONED THAT OUR AIRSPD STILL SEEMED A LITTLE HIGH BUT WE WERE ON GLIDE PATH. I THEN ASKED FOR FLAPS FULL AND THE CAPT PUT THEM TO FULL. THE TWR CLRED US TO LAND RWY 35R AND THE CAPT ACKNOWLEDGED THAT. AT 750 FT AGL THE GEAR NOT DOWN WARNING ALARM WENT OFF AND THE CAPT REACHED OVER AND PUT THE GEAR DOWN AND REACHED FOR THE FINAL DSCNT CHKLIST AND READ IT AFTER THE GEAR WAS GREEN. THE GEAR INDICATED DOWN AND LOCKED BEFORE 500 FT AGL. THE CAPT THEN SAID; 'I HAVE NEVER DONE THAT BEFORE;' AND ASKED IF I HAD; AT WHICH TIME I REPLIED; 'NO.' I CAME IN AND LANDED. WHILE TAXIING IN I ASKED IF THE CAPT THOUGHT THAT WE SHOULD TALK TO SOMEONE ABOUT THE LAST PART OF THE FLT AND THE CAPT SAID NO. WHILE TURNING INTO THE GATE FOR THE LEAD-IN LINE; WE ENCOUNTERED A MASTER CAUTION OF A WS PRED CAUTION. I WENT TO THE CHKLIST; WHICH SAID SPURIOUS INPUTS WHILE ON THE GND COULD CAUSE THIS MASTER CAUTION. IT EVEN MENTIONED TO RESET CIRCUIT BREAKERS TO CLR THE INPUT. THE CAPT TOLD ME TO NOT RESET THE CIRCUIT BREAKERS. THE CAPT WAITED AT THE BOTTOM OF THE JETWAY TO TALK TO A MECH ABOUT THE MASTER CAUTION AND WE SAID OUR GOOD-BYES.