Here's from the Practical Test Standards for the Instrument Practical Checkride (which is actually what they test when taking those portions of the Commercial and ATP):
Basic Instrument Flight (including holds)
Maintains altitude within ±100 feet during level flight, headings within ±10°, airspeed within ±10 knots, and bank angles within ±5° during turns.
Approach prior to the Final Approach Fix (including procedure turns)
Maintains, prior to beginning the final approach segment, altitude within ±100 feet, heading within ±10° and allows less than ¾-scale deflection of the CDI or within ±10° in the case of an RMI, and maintains airspeed within ±10 knots.
Approach after the Final Approach Fix on Non-Precision Approach
Allows, while on the final approach segment, no more than a ¾-scale deflection of the CDI or within 10° in case of an
RMI, and maintains airspeed within ±10 knots of that desired. Maintains the MDA (minimum descent altitude), when reached, within +100 feet, −0 feet to the MAP (missed approach point).
Maintains a stabilized final approach, from the Final Approach Fix to DA/DH (Decision Altitude/Decision Height) allowing no more than ¾-scale deflection of either the glideslope or localizer indications and maintains the desired airspeed within ±10 knots. Maintains localizer and glideslope within ¾-scale deflection of the indicators during the visual descent from DA/DH to a point over the runway where glideslope must be abandoned to accomplish a normal landing.
This is really good info, and it makes me glad that I posted the question here rather than somewhere else. It looks like I'm okay, but there is some polishing up to do. I've cut and pasted your info, printed it, and taped it as one of the many stickies stuck to my computer monitor that I refer to to remind me of good standards. Thanks Chris.