I only flew ... other than slightly overshooting the end of the runway on my last landing. The approach was too fast when I kept her on the ILS glideslope. Next time I will have to try a higher pitch angle and more power to maintain the proper approach peed.
Mr. Patrick "Jigsaw,"
Perhaps I can suggest something that should help you here... as over pitching will induce a stall and reduce forward visibility and un-necessary "jocking" of the throttle will hinder your attempts to maintain glideslope and may result in faster than normal approach speeds. So this is what pilots actually do:
On any landing (Slow flight) we reverse our norms with the use of stick and throttle; its refered to "Slow flight rules." In normal flight, power (throttle) is used for speed and pitch (yoke/stick) is used for altitude. In slow flight these are reversed; so that pitch is use to maintain airspeed and power is used for altitude. Seems illogical but its actually what we do. So, ...1.
... from your V-speeds charts, for the aircraft's weight & flap settings, you want to trim your aircraft's pitch to main a certain airspeed. So if your aiming for say, 120 KIAS, you want to trim the aircraft so that it neither decends or climbs without your inputs (hands-off). Try this in the default Cessna for practise since its harder in the B377.2.
... then Pull the power back slightly and allow the nose to drop and give you a decent rate of:-
--- for precision approaches (ILS) NOT more than 500FPM
--- for non-precision approaches its 800FPM
Your aircraft will then automatically want to maintain the airspeed/pitch setting it is configured for. (Note: modern jets like to drop somewhere between 500-1000FPM for these approaches but, if your dropping out at 1000FPM like modern day jet you'll land hard and unnecessarily stress the aircraft/passengers). 3.
... Finally, once established, you shouldn't need to jocky the throttle or pull/push on the yoke/stick until the *flare stage" of the landing to arrest the decent and touch down softly on the touchdown markers and with plenty of room on the runway.
The trick here is establishing control ahead of the aircraft and placing it into the configuration you want it to be in instead of playing "catch-up" behind it. It takes practise and these proceedure are there to help you with that. This is just a general outline of what is done. Here is an example of me doing it while explaining it to my passengers: Flight with JFC-3
Notice, I'm not having to make great changes in the pitch/power right down to when I had to flare it. There was a bit of a crosswind which I was banking into. Combating that is all you should need to do to keep it aligned on the centerline. The rest was completely setup before hand.
You can make it look as easy as I did; Good Luck!