There is not much information on the cockpit aspect of the Microwave Landing System. Apart from Wikipedia, there's this excellent 15-minute FAA video from 1974 on TRSB (time reference scanning beam) MLS.
Similar to other precision landing systems, lateral and vertical guidance may be displayed on conventional course deviation indicators or incorporated into multipurpose cockpit displays. Range information can also be displayed by conventional DME indicators and also incorporated into multipurpose displays.
How do pilots fly a non-straight-in (curved path) MLS approach on a Course Deviation Indicator?
(Source) CDI instrument.
I'll offer an analogy for the simple way I understand MLS: If VOR/DME were to be magically very accurate and to have slant information, an airplane would have been able to perform accurate area navigation using a single VOR/DME station. Instead, this station is the MLS system which covers the approach segment.
(Source–PDF) MLS depiction from 1978.
With the ever changing track and glide-path, I understand even in the 70's an FMS-like system was installed for the preset approach waypoints—in the lateral and vertical.
Even when coupled to the Flight Director, is there a requirement for a multi-crew, i.e., the Pilot Not Flying would be calling out the upcoming changes? Is there a requirement for an operative (must be on) autopilot? From the FAA video starting at 11:55, I get the feeling that for anything but a straight-in approach an autopilot is a requirement.
It is still being used in Heathrow,* perhaps there's information based on an MLS-certified civilian plane?
Apologies for the mess above, it all boils down to:
From the aspect of instruments and procedures, how do pilots fly an MLS approach?
* The link is now dead, it seems Heathrow no longer offers MLS approaches, but I can't confirm it.