WDB FLC MADE UNSTABILIZED APCH UP TO 600 FT AGL AND EXCEEDED AIRSPD ASSIGNMENT UP TO THE OM DUE TO 3 LAST MIN RWY CHANGES BY APCH CTL.

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LEFT HOLDING PATTERN WITH VECTORS FOR ILS RWY 9L; SPD 210 KTS ASSIGNED. CHANGE OF CTLRS CHANGED RWY TO RWY 9R; AND THEN CHANGED RWY ASSIGNMENT BACK TO RWY 9L AND SPD 180 KTS ASSIGNED TO BE HELD TO MARKER. ALL ATC CHANGES WITH MULTIPLE RADIO XMISSIONS LED TO RUSHED ENVIRONMENT (TIME FRAME APPROX 10-12 MINS). GOT BEHIND WITH AIRPLANE AUTOSYS (SETUP) AND SITUATIONAL AWARENESS WAS COMPROMISED AND WAS FAST AT MARKER (180 KTS ASSIGNED); WHICH LED TO MISSING THE GS CAPTURE BY THE AUTOFLT SYS. ATTEMPTED TO HAND FLY THE ILS WITH FLT DIRECTOR INPUT; BUT THE INFO PRESENTED WAS INCORRECT AND HAD TO 'LOOK THROUGH' FLT DIRECTOR INFO AND FLY EFFECTIVELY A RAW DATA APCH AND COMPROMISED THE STABILIZED APCH CONCEPT. CAUGHT UP TO ACFT AT APPROX 500 FT WITH RWY IN SIGHT AND LNDG MADE IN TOUCHDOWN ZONE. SOP FOR STABILIZED APCH CONCEPT WAS VIOLATED AND A MISSED APCH SHOULD HAVE BEEN INITIATED. ALL CREW MEMBERS WERE DEBRIEFED WITH THE COMMON ELEMENT OF 'WE SHOULD HAVE PROBABLY GONE AROUND;' BUT NO ONE CALLED FOR IT; DUE TO THE FOCUS OF 'WE CAN MAKE THIS APCH WORK' AND; ADDITIONALLY; ACCOMMODATE ATC; WHICH WAS VERY BUSY. LONG DUTY DAY FOR ALL CREW MEMBERS WITH A SLEEP DEPRIVATION ON THE PART OF THE CAPT. ADDITIONALLY; THIS WAS THE SECOND TRIP PAIRING OVER THE ATLANTIC IN 3 DAYS (THIRD ATLANTIC XING) FOR THE CAPT.