A320 CAPT HAD DIFFICULTY MAKING A STABILIZED APCH DUE TO BEING TURNED ON FINAL APCH HIGH AND EARLY FOR A TAILWIND INCREASING THE INBOUND GND SPD AND NEEDING TO DSND AT A HIGHER RATE THAN NORMAL CAUSING A HIGHER AIRSPD THAN DESIRED.

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POSSIBLE EXCEEDING OF STABILIZED APCH. WHILE ON THE OLYMPIA 2 ARR FOR SEATTLE (RWYS 16); PASSED FOURT INTXN AT 10000 FT MSL AND 250 KIAS AND ON A HDG OF 340 DEGS; ATC CLRED US TO 7000 FT. THE FO (PNF) ASKED HOW FAR WE WOULD BE GOING OUT ON FINAL AND ATC RESPONDED WITH A 15 MI FINAL. I MAINTAINED THE IDLE OPEN DSCNT AT 250 KTS AND A FURTHER DSCNT CLRNC TO 4000 FT. WAS GIVEN BY ATC THE SURFACE WIND RPTED BY ATIS WAS GIVEN AS VARIABLE BTWN 280-340 DEGS AT 7 KTS. HOWEVER; I NOTICED THAT THE CURRENT SPOT WIND AT ALT WAS OUT OF THE NW IN THE AREA OF 35 KTS. AT APPROX 10 MI WE WERE GIVEN A R BASE TURN WHICH PLACED US HIGH AND FAST. I STARTED TO CONFIGURE THE AIRPLANE BY SLOWING AND ADDING DRAG-GEAR AND FLAPS TO FULL ON SPD SCH. I KNEW THIS APCH WOULD HAVE TO BE FLOWN AT VAPP +20 KTS 1600 IN ORDER TO GET DOWN TO GS ALT. AT THE TARGET ALT OF 1000 AFE; AT A POINT IN THE APCH; I REALIZED THAT THE TARGET WOULD NOT BE ATTAINABLE BUT I WAS CONFIDENT THAT BY 500 FT AFE WE WOULD BE STABILIZED AT 500 FT. I BELIEVE WE WERE VERY CLOSE TO THE CURRENT 10 KT SPD LIMIT ABOVE VAPP AND THAT IN HINDSIGHT WE MAY HAVE SLIGHTLY EXCEEDED THAT. HOWEVER; IT WAS MY JUDGEMENT THAT WE WERE SAFE TO CONTINUE AND A NORMAL LNDG ON SPD IN THE TOUCHDOWN ZONE DID OCCUR. CONTRIBUTING FACTORS WERE THE 250 KT SPD AND THE APCHS BEING CONDUCTED TO RWYS 16.