WhiteKnight . . .someday you may learn that not every approach to every runway at every airport will afford you the full 7+ straight miles final ILS stabilized profile that is so soothing to junior F/Os as you. You may also learn that you are not the only airplane in the sky, and that at busy airports your well planned, FMS programmed, and briefed, STAR will be ammended, and your lofty expectations as a junior F/O will be challenged.
As in your case, you had quickly fallen
further behind the power curve when the controller had offered you a short approach. We haven't heard the captain's story, only your story. But these are fast paced situations where a junior F/O as you would be well to do to accept the captain's judgement in accepting an abbreviated approach profile without getting your inexperienced feathers ruffled and seeking sympathy from PPRuNers in bashing your captain.
The transport category airplane isn't exactly a primary trainer in which a junior F/O in training would make the judgement call in abandoning the approach. In your case, the captain had rightfully taken over the controls because you were fast, you were still on A/P and A/T and you were way behind the airplane.
You say that your company's SOPs do not allow you to become stable on a visual approach as late as 500 feet. That means that you wouldn't be allowed to make more than 5 or maybe 10 degrees of bank angle and heading changes below 1000 feet AGL. . . ?
For many moons pilots were having to do just that at HKG: Executing a 47 degree right turn just 600 feet over rooftops on a 2 mile base to land on the former Kai Tek Rwy-13.
If ever you'd have a charter flight to Quito, Ecuador [SEGU/UIO] and are having to do the circling approach to Rwy-17, you'd be having to do a full 90 degree left turn at 800AGL on a 2 mile base due to high terrain!
Obviously, these are not the type of approaches that should be flown by junior F/Os in training; that's the reason why you need to shut up, watch and learn technique.
