No FD/manual flight: I prefer HSI which enables me to assess drift and fly the ILS.
Manual flight with FD: Same applies since I strive to fly the thing and watch FD bars follow the aircraft to keep the skills as opposed to chasing them. If done properly I also find it gives smoother and more precise rides.
A/P engaged: MAP mode for better situational awareness. TCAS blips, WXR returns, position x-check. My aircraft doesn't have DME hold for NAV boxes and there are airport installations (Frankfurt comes to my mind) where you just can't do the magic the usual way.
However we fly to certain airports where FMC POS radio updating is very limited, then it is HSI on one side again. Or both if the MAP is useless.
I do not let go hands off the thrust and wheel below 1000'AGL when PF, I do not touch anything below 500' unles required/requested when PNF. So, the previously selected mode remains.
That being said, I use MAP on 9 out of ten ILS APCHs.
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I don't quite get the part about flying outside expanded LOC scale, when does this happen? What would be the FD commanded deviation at full deflection? I mean, if it is training, OK, but FD off is better training and the above applies. For common OPS, if we're ad hoc not up to the task, why not just stick to the bars/gull?
The book also says:
If the ... LOC deviation exceeds one-half dot expanded scale ..., the respective LOC scale changes color from white to yellow, and the miniature runway stem flashes.
A related question, what do you people select for CATII/IIIA approaches? Do your SOPs cover this? Mine don't.
Looking forward for the comments.