ARRIVING COS AN A320 CREW MADE A LONG DOWNWIND LNDG AFTER AN UNSTABLE APCH.

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LATE DSCNT INTO COS RESULTED IN ARRIVING HIGH AT ARPT. HAD TO PERFORM MAX RATE DSCNT FOR VISUAL APCH TO RWY 17R; INCLUDING S-TURN. AT 1000 FT; STILL APPROX 10 KTS FAST; ABOVE VISUAL DSCNT PATH; AND ENGS AT IDLE PWR. EXCEEDED 1000 FPM DSCNT RATED AT TIMES; ONCE CAUSING A GPW 'SINK RATE' CAUTION AT APPROX 800 FT. CORRECTING SINK RATE REMOVED WARNING. ENGS HAD SPOOLED UP AT 400 FT AND ACFT WAS ON SPD BUT LNDG LONG. WHEN FLARE INITIATED; COPLT ENTERED FLOAT 10 FT OFF OF RWY. CAPT STATED TO FLY ACFT TO RWY. FO CALLED FOR AUTOBRAKES TO BE CHANGED FROM LOW TO MEDIUM. FO TEMPORARILY RE-ESTABLISHED DSCNT BUT AGAIN BEGAN SECOND FLOAT AT 5 FT OFF OF RWY. CAPT DIRECTED TO PUT ACFT ON THE RWY. FO TOUCHED DOWN; CAPT CALLED 'BRAKES' AND FO APPLIED MAX MANUAL BRAKING. ACFT STOPPED AND TURNED OFF AT TXWY C6 (C7 IS TXWY AT END OF RWY). ALL WHEEL BRAKES BEGIN SHOWING IMMEDIATE HIGH TEMPS; INCREASING RAPIDLY. RESULTED IN FUSE PLUGS MELTING ON ALL TIRE RIMS AFTER ARRIVING AT GATE. FACTORS: 1) HIGH START; AT NIGHT; AT 6000 FT ARPT WITH HVY (138000 LBS) ACFT. 2) ARPT RPTED WINDS WERE 340 DEGS AT 4 KTS. DATA ANALYSIS SHOWED WINDS OF 340 DEGS AT 14 KTS FOR MOST OF DSCNT. 3) NO INST APCHS LISTED FOR RWY 17R. 4) PLTS HAD OVER 12 HR DUTY DAY AND LANDED AT XA30 THEIR TIME. 5) CAPT HAD NEVER FLOWN INTO COS. FO HAD BEEN THERE ONCE. SUPPLEMENTAL INFO FROM ACN 520644: AT 1000 FT; CAPT MADE 1000 FT CALL SLIGHTLY HIGH BUT CORRECTING TO PROFILE. CAPT STATED CORRECTING TO VERT DSCNT PATH. NOSE WAS PUSHED OVER MOMENTARILY. WE GOT SINK RATE AND NOTICED 1200 FPM DSCNT BUT PROMPTLY PULLED UP TO WITHIN 1000 FPM DSCNT. CHOSE TO CONTINUE DUE TO POSITIVE CORRECTIONS. WE FILED A SAFETY RPT AND DID A DEBRIEF UNDER ACR RPTING SYS.