Judging from the original post, it can clearly be noticed that 'blame' can be spread in several ways.
F/O.
Had no business charging on an extend downwind at 250 knots.
Far better to actually slow down well before, leaving far more time for proper configuration changes, stabilized approach.
I suspect he now knows better (one would hope).
Now, lets look at the Captain's actions.
He doesn't ask the F/O if the base turn is OK (apparently), just goes ahead and says...yes.
Opps, now he's stuck his foot in it, right and properly.
Far better would be a little more communication between crew members, don't you think?
Something similar years ago, with a junior First Officer in a TriStar.
Approaching FRA, ATC has kept us rather high, and now wants high speed, to ten miles.
The First Officer looks very concerned, and askes for help.
I take control, extend full spoilers, and keep the speed at 340 knots indicated until the proper level is reached...the speedy dirty dive.
Stow spoilers and hand the airplane back to the F/O.
He smiles from ear to ear, starts slowing further, flaps at the proper speeds, nice and stable by five miles/1500 agl...makes a very smooth landing...could hardly feel you were on the ground.
Forget all the fancy terms...CRM, 'team building' etc.
In days gone past it was called crew co-ordination.
Worked then, and it still does, if applied properly.
NB.
A note to Captains.
Never ever rush your First Officer into anything, as you might not like the results.