Use EPR for setting takeoff power but be sure you achieve the expected N1 value (90% plus), that is what happened to Air Florida when they crashed into the Potomac, from memory I think the p2t2 probe was iced over and that resulted in getting a good EPR reading but N1 was low because they didn't have full power, they only thought they did, sadly the crew didn't notice, the rest they say is history.
For all other flight regimes I use fuel flow, I had a BAC 1-11 sim instructor who used the rationale that 1) it is instant, no spool up time. 2)Assume that to perform a normal two engine approach you need to have a fuel flow of say 2200Lbs per engine, what you are saying is that you need the energy provided by burning 4400lbs of fuel to keep the aircraft stable in that configuration. If then you need to do a single engine approach it will still take approximately 4400lbs to fly the jet, so guess what - set the remaining engine to 4400 lph. It will not be exact but it will be ballpark and give you a place from which to start.
I don't get to fly the -200 much but the -300/-500 need approximately 2800lbs per side for 280kts, 2500 lph per side 250kts, 2100lbs for 210kts clean. That 2100 - 2200 will then yield approx 190kts with flaps5, 170kts gear down and flaps 15, 150kts flaps 25 all in level flight and vref +5 to 10 kts with flaps 30 on a 3degree glideslope. These are all of course approximate but are a good benchmark from which to start fine tuning. The -700 uses slightly less fuel so 100 lbs per hour per side less will be about right.
If you need a cruise descent ie they are trying to get you down before you want to decend on profile then set 1000ft per minute rate and reduce the fuel flows by about 1000lbs per side this will keep you at cruise Mach to changeover and then at 280 kts until reaching your normal profile.
Hope that helps. Keep the shiney side up!
[ 25 September 2001: Message edited by: Les Couilles de Chien ]