AN SF340B FO; THE PF; CAUSED THE GPWS 'GS' WARNING WHILE ON THR ILS RWY 17L AT AT DFW.

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WE HAD AN FAA JUMPSEATER IN THE JUMPSEAT FOR THIS FLT CREW. WE WERE LNDG ON RWY 17L IN DFW IN VMC CONDITIONS; AND THE FO WAS THE PF. WHEN WE GOT DOWN TO APPROX 300-400 FT; THE FO STARTED DSNDING BELOW THE GS. RIGHT AS I INFORMED HIM THAT HE NEEDED TO ADD PWR AND CORRECT FOR THE GS -- THE GPWS 'GS' WARNING SOUNDED TWICE. THE FO ADDED PWR TO CORRECT; BUT DID NOT VERBALLY RESPOND 'CORRECTING.' WE LANDED WELL WITHIN THE TOUCHDOWN ZONE RIGHT AT VREF. THE VERT SPD NEVER WAS EXCESSIVE; AND THE AIRSPD NEVER WENT BELOW VREF. THERE WAS NEVER ANY POINT THAT I FELT THAT THE FO WASN'T PROPERLY CORRECTING; AND THERE WAS NEVER A TIME I FELT THE LNDG WAS IN JEOPARDY. THEREFORE; I ELECTED NOT TO TAKE CTL OF THE ACFT; ALTHOUGH I AM ALWAYS PREPARED TO DO SO. WHEN WE GOT TO THE GATE AND FINISHED ALL OF THE CHKLISTS; I COUNSELED THE FO IN THE PRESENCE OF THE FAA JUMPSEATER. I TOLD HIM THAT IT IS MANDATORY TO RESPOND VERBALLY TO ANY GPWS WARNING. I ALSO TOLD HIM THAT HE SHOULD HAVE BEEN MORE AGGRESSIVE IN CORRECTING BACK TO THE GS. THE FO AGREED AND SAID HE UNDERSTOOD. I ALSO TOLD HIM THAT I PROBABLY SHOULD HAVE TAKEN CTL OF THE ACFT; BUT FOR THE REASONS ABOVE; I ELECTED NOT TO TAKE CTL. I FEEL I HAVE TO SAY AGAIN THAT THE FO DID TAKE APPROPRIATE ACTION WHEN HE GOT THE GPWS WARNING -- HE JUST DIDN'T VERBALLY ACKNOWLEDGE THE WARNING.