Tips for flying an Instrument Approach Procedure IAP

Localizer - Horizontal sideways

Glide Slope - Vertical up/down

When you're "Clear for the Approach" then you descend to the glideslope

Check the forecasted winds at your destination airport and brief the IAP that you could expect at the airport

ATC approach often will tell you what IAP to expect
Request ATC approach for an approach and depending on winds and traffic flow at the airport that may give it to you

Set you your avionics to ensure you are fully prepared prior to reaching the Initial Approach Fix (IAF) associated with the IAP

Confirm you have the right approach procedure and that it is current before briefing it
Check the notes to see if there is anything that would prohibit you from flying the approach
Look at your inbound course and set it on your CDI or HSI
Look at the LOC frequency, if on an ILS/LOC approach and enter it in your NAV radio and identify it
Confirm the runway length and touchdown zone elevation, as well as runway lighting
Make sure to put the GPS Avionics in the requisite VLOC or GPS mode for the HSI
Review any step=down altitude
Brief the glideslope intercept altitude for a precision approach to ensure a "false glideslope" is not inadvertently followed.
Confirm the airport weather conditions meet visibility. / ceiling minima for the approach
Review the DA Decision Altitude and MDA
Review the FAF, MAP and VDP if there is one
Review the Miss Approach Procedure

Perform before Landing Checklist Prior to arriving at the Instrument Approach Course after:

Upon turning inbound on the Instrument Approach Course Maintain Altitude until the glideslope is on dot above center on the CDI
Then configure the Aircraft for Landing, with 10deg of flaps and gear down, and reduce power to maintain glideslope and ensure a stable approach, as you cross the Final Approach Fix (FAF)

Gear/Flaps should be down at glideslope intercept for a precision approach or by FAF for a non-Tips for a mon-precision approach

Make increasingly minor heading, pitch and power changes as you descend down the glideslope and approach DA or MDA
Heading changes should NOT be more that +/- 5 degrees , and even less when you near the runway centerline and the DA/MDA
With ILS and LPV approaches, the lateral course sensitivity will continue to increase as you approach the runway

For GPS approach, verify/callouts (LPV or LNAV/VNAV) on avionics
For ILS verify/callouts ("no flags" and "on glideslope at glideslope intercept")
Callouts as you approach minimums

slow to landing speed and continue inbound for a landing
Only apply additional flaps if necessary to ensure stable approach all the way to touch down

After initiating the missed - pitch up, power up, gear up, flaps up , and activate missed procedure n the GPS avionics by un-suspending the flight plan
Contact Tower or CTAF and report going missed
Switch to ATC Approach and report you've gone missed and are flying the published missed.
Await further instructions from ATC

Reference:

Dhansham - Pilot's Notebook