Jacking the collective up and down is an easy way to get an unstabilized approach. I also set power and leave it there, and control the glideslope with airspeed. One thing to recall (FAA regs, others I don't know) is that if you reduce the published visibility by 1/2 then you must be at or below 90 kts before the MAP. I often fly at higher speeds and then start reducing airspeed at about 200', but if the weather is really down, and visibility is below 1/2 mile, then the airspeed is going to be 90 or less just about all the way, and screw any fixed-wing behind me. Fortunately I don't have this problem often, and I'm usually the only aircraft on the ILS anyway. But if I have to go to my alternate, which may be a large metropolitan airport, then I'll do what I need to do. We try to accommodate others when we can.
I never time an ILS. If the glideslope fails on the way in, then it's a missed approach and rebrief for the localizer. One brief, one approach, period.