Falz,
You are correct.
As every instructor knows - if your trajectory and power are correct then you will not stall.
On approach there are two main performance indicators - the runway and the airspeed.
One method keeps the runway picture constant while varying power to maintain the speed.
The other moves the runway piture up and down the window to maintain the speed while varying the power to keep the runway picture constant.
One method says - at top of descent put the constant point on the aiming point and keep it there while adjusting the power to maintain the approach speed.
The other says - lower the nose to x attitude and set about x rpm and wait and see what happens. If you are too low then increase the power and of course pitch up to counteract the speed gain. If you are too high then reduce the power and pitch down to prevent a speed loss - sooo simple eh?
The talk of engine failure, pitot failure and even Non Precision Approach (NPA) is just distraction.
After all we are all teaching CDFA for the non precision approach so we fly non-precisions like ILS these days.
For engine failure both "methods" have the same problem - they have lost one of the inputs but one method spends so long dealing with the constant point that those who learn that way easily recognise where the constant point is.
As for pitot failure? Someone needs to remember that Performance = velocity = path through the air and speed = trajectory and speed = attitude plus power. Look at the last two again!!