However to FLY the approach I would use CDA technique, maintaining 5000' until G/S intercept once LCO established. Code the FMC with ABOVE altitudes to facilitate this and MONITOR the aircraft performance.
That's probably fine for this and most other approaches (plus great for noise abatement) -- but I wouldn't say this is best practice either.
- Depending on where you complete the turn, staying at 5000 ft means you may be intercepting the G/S from above, which is not ideal
- It also means joining the G/S far away from the designed intercept point, e.g., in this case maybe around 12nm out instead at the 6nm FAF. Many glideslopes may not be reliable past 10nm, and by the time you do get a G/S lock at 10nm you'd have to dive down to intercept had you stayed at 5000 ft.
(On a typical ILS setup, the UHF glideslope signal normally has a much shorter range than the VHF localizer signal).
The ICAO recommendation is still to intercept ILS from below, hence the LIRZ procedure above is designed the way it is, with a step down to 2820 for a normal G/S intercept.
In the GPS/GBAS world there will be more freedom to design and fly approaches more efficiently.