DESTABILIZED APCH BY AN A320 FLT CREW DURING A CTRLINE OVERSHOOT AT LAS.

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CAPT FLYING WITH FAA INSPECTOR IN JUMPSEAT. VISUAL APCH TO RWY 25L CHANGED TO VISUAL APCH TO RWY 19L. ON L DOWNWIND RWY 19L; TOLD TO TURN DIRECT STRATOSPHERE; FOR TFC; IT WOULD HELP US OUT; BUT TURN FINAL AT OR ABOVE 3500 FT MSL. ON L BASE TO RWY 19L; PF OVERSHOT RWY 19L&R CTRLINE. PF DIDN'T BRIEF ME ON THE MANEUVER; SO I WAS LATE TO RPT THIS TO TWR CTLR. HE STATED NO PROB; NO TFC IN OUR AREA. TO LOSE ALT; PF WAS THEN TURNING BACK THROUGH BOTH CTRLINES AS THE SECOND PART OF OUR S-TURNS. THEN ON THE L SIDE OF RWY 19L CTRLINE; BELOW 500 FT AGL; PF WAS TURNING TO R TO INTERCEPT CTRLINE. AT THAT POINT; I CALLED 500 FT CALLOUT AS PLUS 10; SINK 9; LNDG MEMO GREEN. (ACTUAL ALT WAS ABOUT 300 FT AGL.) PF LINED UP WITH RWY 19L CTRLINE AT ABOUT 200 FT AGL; AND LNDG WAS NORMAL AND UNEVENTFUL FROM THAT POINT ON. THE PROB IS; WE WERE NOT AT THE APCH GATE WITHIN FLT MANUAL LIMITS. IN FACT; AT 500 FT AGL; THE SPD WAS +15 KTS AND THE SINK RATE WAS 1200 FPM. POSTFLT DISCUSSION WITH FAA INSPECTOR INCLUDED HE THOUGHT WE WERE TOO LATE IN CALLING THE OVERSHOOT; SOMETIMES MANY HELIS ON STRIP. CAPT AND I AGREE WE SHOULD HAVE EXECUTED A GAR. I MADE THE ERROR OF NOT CALLING GAR WHEN IT WAS CLR WE WOULD NOT MEET THE 500 FT GATE LIMITS. I WILL SAY; IF THE 500 FT GATE LIMIT DIDN'T EXIST; THE APCH AND LNDG WERE WITHIN THE LIMITS OF THE ACFT AND FLT CREW'S TRAINING ABILITY -- NOTHING MORE THAN A CIRCLING APCH; IE; EXPRESSWAY VISUAL RWY 31 LGA; RIVER VISUAL RWY 19 DCA. IN RETROSPECT; I NEEDED TO BE MORE ASSERTIVE IN MY FEELINGS THAT THE 500 FT GATE WAS NOT WITHIN LIMITS; AND COMMANDED A GAR. LAST NOTE: THE LAS TRACON SET THIS UP BY ASKING FOR A TIGHT BASE TURN; THEN KEEPING US HIGH. I FEEL MANY TIMES IN LAS AIRSPACE THIS AGENCY DOES THIS TOO OFTEN; BUT MOST TIMES THE CREWS GET THE PLANE DOWN SO EVERYBODY IS HAPPY. I WILL NEVER ACCEPT SUCH A SHORTCUT FROM ATC TO HELP THEM OUT. THEY WON'T GET VIOLATED IF IT DOESN'T GO WELL -- AND WE HAVE A POTENTIALLY HIGHER PRICE TO PAY!