Time travellers alert!
Why do I detect such a high Vz or -W in some of these posts?
If this accident crew had been given an intercept that put them at their lowest cleared altitude still above the glideslope then that would certainly be a factor in this accident but I guess that is something we will need to find out about from the yet-to-be-published report.
There's a difference between a "tight turn-on" when you have no chance of getting hold of that slippery GS signal before all you know is that it's somewhere beneath you after you have reached your minimum approach altitude, pretty hopeless in both practical and legal terms, yes, and one where you have to step lively to catch it before it gets away while simultaneously configuring your aircraft. The first one is dangerous, stupid and illegal, the second is doable but sub-optimal and I think most of us know the difference between the two.
Whatever nasty tricks the beancounters and ATC play on us, the Captain is still the final authority as to the safe conduct of the flight with the FO required to speak up and advise him, so that sometimes we are paid to just do a go-around and deal with the consequences of that rather than try to salvage a situation that has become unsafe.
It might be that while your operation has an SOP that states you must be stabilised by one thousand feet AGL you have a reasonable idea that is just eyewash in the Ops Manual; they really want you to just get to the gate on time and never mind how. Two things argue against doing that:
1. If you get caught breaking the rules those people you were trying to "help" will throw you to the wolves without a second thought.
2. You are going to be the first people to the scene of the accident!