AN A330 CREW; ON FINAL TO PHL; EXCEEDED NORMAL APCH SPD; LNDG LONG.

Narrative

DURING OUR DSCNT/APCH INTO PHL; WITH THE CAPT SERVING AS THE PF; HE TURNED THE ACFT ONTO FINAL INSIDE THE OM; THEREBY NEVER CAPTURING THE LOC AND GS. HE THEN DISCONNECTED THE AUTOPLT AND BEGAN A SAFE; ABOUT 1 DOT LOW; INITIAL DSCNT. THE AUTOTHRUST SYS HAS AN UTTERLY RIDICULOUS COMPONENT WHICH THEN MATCHED THRUST WITH THE FLT DIRECTOR COMMAND; NOT CONSIDERING WHAT THE ACFT WAS ACTUALLY DOING. THUS; THRUST SURGED TO 4000 PPH FUEL FLOW AND 180 KTS EVEN THOUGH WE WERE TRYING TO FLY A COMMANDED 135 KTS AND DSCNT. I THEN SWITCHED OFF BOTH FLT DIRECTORS AS PER OUR COMPANY PROC AND THE SPD STARTED DECREASING (IDLE PWR). THE CAPT INSTRUCTED ME TO SWITCH THE FLT DIRECTORS BACK ON. I DID AND THE PWR INCREASED TO 4000 PPH FUEL FLOW AND SPD RETURNED TO 180 KTS. I AGAIN SWITCHED THE FLT DIRECTORS OFF. (I HAD SET IN AN MCP ALT OF 3000 FT; OUR MISSED APCH LEVEL.) THE THRUST DECREASED; AS DID THE SPD. THE CAPT THEN INSTRUCTED ME TO TURN THE FLT DIRECTORS BACK ON. I COMPLIED AND THRUST RETURNED TO THAT NEEDED TO HOLD 180 KT FLT DIRECTOR ALT. AT 500 FT AGL; I SUGGESTED A GAR. THE CAPT DEMURRED. I SUGGESTED THIS AT LEAST 1 MORE TIME AS WE CONTINUED. THE CAPT AGAIN REFUSED; BUT RETARDED THE THRUST LEVERS TO IDLE (AT ABOUT 300 FT AGL). THE ACFT CROSSED THE RWY THRESHOLD AT ABOUT 165 KTS -- 30 KTS FASTER THAN APPROPRIATE. WE LANDED SLIGHTLY LONG. OBSERVATION: I COULD HAVE ASSISTED THE CAPT MORE BY SELECTING VERT SPD -1000 EARLY IN THE APCH. HE COULD HAVE HELPED HIMSELF BY LISTENING TO ME.