Good afternoon everyone, I just had a quick question to see if anyone has had similar experiences/insight about something I noticed.

I have recently gotten my CFII rating but have been aware of this weird tendency to have some issues with my approaches, particularly with ILS/LPV. I noticed (and even during my instrument rating) that I could track both the CDI and GS in very accurately until I'm about 500' above DA.
The airplane is flown in the same manner as from when I become established, it's just around the 500' mark, the needles seem to ALWAYS start running away from me, the CDI in particular.

I understand that conditions (wind) can change substantially as you change altitudes as well as the sensitivity of the nav equipment increases the closer to the runway, however, I can't help feeling that there must be something else. I only seem to notice this in the real airplane as when I practice in the sim, I have them pegged all the way down.

Any insight would be greatly appreciated, I am aware that I still have a tremendous amount of work to do. Thank you in advance!

Fly the heading and use the needle as a cross-check. Use your DG like it has a magnifying glass on it and make small adjustments and verify that the needle is trending in the right direction. Chasing the needle = chasing the needle all the way down. Guessing in the sim the wind is constant and doesn't require any corrections.

My guess is too much flight control inputs. You might try using only the rudder for small heading changes and using one or two fingers worth of pressure on the yoke as well. Try a couple approaches first without foggles, worked for my IFR students. Use the heading bug if you got one.

As you get closer to the runway, the sensitivity of the CDI increases. Think of it as a funnel and you are getting towards the narrow bottom. I agree with the previous poster, you are chasing the needles. Note the heading and vertical speed early on during the approach. Depending on your groundspeed, the descent rate will be somewhere around 500-600 fpm. Corrections within the confines of the heading bug (+\- 5 degrees). Learn how to "bracket" your corrections. Also reference the pitch attitude required when on G/S on the attitude indicator. Don't fixate! Scan, scan, scan! A technique I learned when flying the "6-pack" on final approach is biasing towards "attitude/heading/vsi" (triangle scan) and of course cross-check the other instruments. You will soon figure out what power setting and descent rate required to target for your airspeed while nailing the G/S. Keep at it, you will get it with experience...

A technique I use is try not to make heading corrections more than the width of the heading bug. Most heading bugs are the equivalent of five degrees wide. Center the heading bug to the wind correction desired. If you need a correction to the right for example, turn to the edge of the right side of the edge of the heading bug and hold that heading. If that heading works center the heading bug on the corrected heading. If you need more correction, center the bug and repeat the first step.

I think that chasing the needle may in fact be the culprit. Our airplanes do in fact have heading bugs so I'll be sure to test out that 'heading bug bracket' method. I should be going up again tomorrow so we'll give it a shot and see what happens.

Greatly appreciate all of the input on such short notice! All the best and safe skies as always!

When flying an ILS, I have my GPS set so I can see my ground track. Then just match the track with the inbound course.