Boeing are negligent in not having this maneuver in their various FCTMs. Most of us operate often into airports where short approaches, fast approaches, sudden track shortening etc are the way of life. Yet the FCTM (and all the Boeing fleets have the same core manual and techniques) depicts a gentlemanly leisurely intercept of the glide slope from below at a sedate speed. Rarely happened to me I must say. Yet there's technique in there for rapid descent after depressurization and engine failure as though those things happened every day.
FOQA data shows a primary cause of stuffed up approaches in the above airports to be ALT Capture above the G/S....difficult to recover when that happens unexpectedly. It would be nice (and they have been asked often) for a Boeing ordained procedure to give guidance.
The Airbus procedure is fine as a starting point. You have to be established on the Localizer of course. Have a good think about whether you're trying to rescue a dodgy approach and be realistic about giving it away. Set 1000 HAA on the MCP. Don't use FLCH down low and don't exceed about 2000 fpm while descending to get the G/S. If you get an alt capture at say 1300 ft and still haven't got the G/S then, especially in bigger Boeings, it's time to be professional and give it away, try again. It's no sin and the passengers would demand it if they knew what you now.
If anyone from Boeing reads this thread.....what about it. Have an FCTM that reflects the real world of SFO, ORD and LAX.
Safe flying