A B747-400 PLT RPTS OBSERVING AN UNSTABLE APCH FROM THE JUMPSEAT RESULTING IN A FAST; LONG LNDG. RPTR FAILED TO REQUEST A GAR.

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ON A 12 HR PLUS INTERNATIONAL FLT WITH 2 CAPTS AND 2 FOS; I WAS THE FO WHO FLEW THE FIRST HALF OF THE FLT. AFTER MY PORTION OF THE FLT AND MY BREAK I WAS SITTING IN THE JUMP SEAT OBSERVING THE RELIEF CREW FLYING THE DSCNT AND APCH. WE WERE ORIGINALLY GIVEN THE ILS APCH TO RWY 22R. THIS WAS THE APCH LOADED IN THE FMC. WE WERE SUBSEQUENTLY CLRED FOR THE VISUAL TO RWY 22L. THE RELIEF FO WAS FLYING THE APCH. I DON'T KNOW IF APCH CTL HELD THE ACFT AT AN UNUSUALLY HIGH ALT; BUT THE PF WAS HAVING A HARD TIME DSNDING AND SLOWING AFTER THE RWY CHANGE. THE FACT RWY 22R ILS WAS LOADED IN THE FMC CAUSED THE GPWS TO ISSUE A FALSE 'TOO LOW TERRAIN' WARNING; WHICH ADDED TO THE HIGH WORKLOAD. IN AN EFFORT TO SLOW DOWN THE FLYING CREW SELECTED 25 DEG AND THEN 30 DEG FLAPS ABOVE THE MAXIMUM 25 DEG TO 30 DEG FLAP SPEEDS; WHICH RESULTED IN A FLAP RELIEF EICAS MSG. THE RESULTANT TOUCHDOWN WAS OUTSIDE THE TOUCHDOWN ZONE AND WELL ABOVE VREF SPD. THE ACFT WAS STOPPED WELL WITHIN THE REMAINING RWY; AND MAINT WAS ALERTED TO THE POSSIBILITY OF HOT BRAKES; WHICH DID NOT OCCUR. IT IS COMPANY POLICY TO BE ON A STABILIZED APCH BELOW 1000 FT AGL ON APCH SPEED IN THE LNDG CONFIGURATION WHICH DID NOT OCCUR ON THIS APCH.CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THAT TO HIS ETERNAL SHAME HE DID NOT REQUEST A GAR WHEN HE DECIDED THAT THE APCH WAS UNSTABLE. A FACTOR IN THIS EVENT WAS FATIGUE CAUSED BY A LONG OVERNIGHT FLT. ON APCH; THE ACFT WAS LOW; THEN GOT FAST AND LANDED LONG ON THE RWY PROMPTING A COMMENT FROM THE CTLR ABOUT THE ACFT DEVELOPING HOT BRAKES.