Originally Posted by
av8tr_2007
I think if I can brake down this one approach into a specific technique on how to hand fly it with the flight director on as guidance, I will finally solve the last piece to my training puzzle. The approach is the Houston, Texas ILS/Loc Rwy 27 Jepp 71-7. I am only choosing this one as an example. Getting down from the DME fixes Dento, Festa, Redoc, MDA… I have been using alt hold, selecting the next altitude and then adjusting my power for my airspeed. Today I was told to use speed hold and then adjust my power for altitude. What would you all use? The speed hold seemed to work better for me until I got down to my MDA and then plane was configured with flaps 45 and gear down. Any suggestions or techniques would be much appreciated. 
One technique that works in any aircraft is a CRM technique for any non precision approach.
The challenge is one of scan. Where to look, etc. I find teaching that most pilots naturally follow all company required calls. It gets pretty quite though below MDA. Try this, have the PM give you a "speed +/-, sinking xxx" Example:
"400ft, +5, sink 850" "300 ft, Minus 8, sink 1000" Do you think you would know what you are doing? What you need to correct? Nice to have the extra data to go along with whatever company/aircraft procedure /technique you are supplied.
How about this, "400 ft, minus 5, sink 300" Probably holding the nose up and not on a proper glidepath. Or, "400 ft, onspeed, sink 750" might be the correct glidepath for your speed, etc. Anyway, this is a suggestion to more fully utilize the PM while you struggle on a non precision approach at MDA and below. It effectively leverages the other pilots scan and gives you useful info when you have a split scan between flight instruments and the runway environment and allows you to make effective corrections..