The main instrument cluster is arranged in a characteristic T-shape, the artificial horizon and its airplane pitch reference being at the joining point. The proper
instrument scan, trained the same everywhere, is to focus the attitude indicator and jump to the other ends of T but always coming back. Google for the term.
Pitch(centre) - airspeed(left) - pitch(centre) - heading(down) - pitch(centre) - altitude(right) - pitch(centre). For the daily ILS approach, the LOC deviation scale is conveniently placed low, close to the HDG information. Likewise GP and VSI to the right, near ALT.
This applies as well if you need to take your eyes and/or mind somewhere else, such as the engine instrument, ATC command or co-ordinating gear/flaps with your colleague and reading/responding to checklist. Perhaps at the very late stages when visual, you'd go Speed(left) - VSI(right) - runway outside(up) - heading(down) - speed(left) - VSI(right) - runway outside (up). That's a solid base for an approach at reduced visibility and crosswind. Whenever I make a mess of the flying on a demanding day, it is most likely for not keeping spinning through these loops due to distractions and lack of trying.
-> POINT 1 - know what's going on.
Gusting winds. If you dumped a large barrel of rainwater across the front yard you could see the whirls and uneven speed of the flow, but in general, the water is moving in a well understandable motion. Same for the wind. What we call gust are just protuberances in the flow of air, magnified by the effect of orography. Google
turbulent layer flow. The message here is that while it is very dynamic at times, the whole movement of air is somewhat sustained and if you work STEP 1 above well, you can read through it. Once a gust knocks you off the perfect ILS alignment surely the second will not put you back, but it is doable. Like riding a friends bike for the first time, or arguing with a kid who doesn't want to go to school. Keep calm and manage.
-> POINT 2 - It's not beyond average ken, although learning is required. Exposure with attentiveness create experience. Experience with honest work and talent create skill.
Another cool buzzword is to stay ahead of the aeroplane. Applied here it means to sequence the tasks and try to finish them one by one before a need to deal with the next becomes imminent.
(*)
Level off, maintain altitude.
Join the localizer, establish the necessary offset heading.
Some flaps out and perhaps the gear too before the Final Approach Point.
Shove the nose down when glideslope arrives, check your speed and reduce/increase thrust for Vapp
Memorize your stable parameters (drawing on previous experience a lot)
When a gust arrives, correct the displacement with thrust and pitch for speed/GS deviation or with bank for tracking error
Come back to the stable parameters, perhaps re-aligning the sights a somewhat.
-> POINT 3 - Work with small and well-defined targets, allowing no single one to escape too far. The effort of correcting a large deviation will have the cost of some other parameter running loose. And even if you manage to notice, the capacity to contain multiple at the same time is very small. It is a sliced multi-tasking, imagine herding sheep to pasture.
-----
Over the years most of this becomes second nature and moves to the subconscious. When the image of perfect ILS alignment burns itself to the back of the skull, low-level brain functions will alert you to a deviation and gut feeling slowly develops.
(*) = this is not how we fly on the line. It would be overly conservative, slow and costly. With the active A/P following a pre-programmed trajectory, A/THR for the speed control and your colleague who scans and thinks in parallel, we even target multiple things happening at the same time for effectiveness, to conduct ourselves professionally. But any time you'd be left to your own personal resources, for instance when all electrics die in the SIM and you only have the engines and few battery-powered instruments to go with, that is EXACTLY the only recipe for success. Not sure if I had mentioned this already: Keep scanning, keep scanning and then keep scanning.
Cheers.
Last word on GS mini, the most overcomplexized tool of Airbus aircraft, and such a simple one in reality.
During the final descent, you carry a bit of speed additive on top of your approach speed - a wise man would anyway. The size of that additive equals to the headwind component you are going to lose between what's now and the threshold. GSmini is a cryptic name for = (automatic) approach speed additive against a headwind loss at landing.