ok bookworm, so just fly the localiser until you receive atc clearance to descend or if too high then ask for resequence?
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sabenaboy, they didn't have to "intercept the G/s from above" they elected to do so having found the a/c in that situation - an atc clearance doesn't, I am sure you will agree, absolve the flight crew from managing the approach safely. They could have said "unable ILS due height, request resequence us please"
Right, but the ATC system should facilitate managing the approach safely. Continuing to fly the localiser above the glideslope, and then diving back on to the glideslope at some later stage doesn't really do that, does it?
The justification for reinventing the ICAO phraseology seems to be that on the LHR westerlies the FAP is at 2500 ft at D 7.5, and an early descent to 2500 ft causes difficulty. Why not, in that case, reposition the FAP to 3000 ft and D 9.2? All the initial approaches bring you to 3000 ft at D10.0 on the localiser anyway.