The grey-haired Captains might have avoided serious problems during actual approaches because they hand-flew most approaches when they were FOs. Many here hand-fly up to about 12,000'. On approaches, starting before we intercept the localizer, some hand-fly, many keep the alt. hold engaged ( there is no alt. capture function) and turn the autopilot turn knob as they push and pull both throttles, using at lower altitudes about 70 or 80% N1 or fuel flow for the speeds on P&W JT8Ds (-7,9,11,15, & 17, some intermixes).
Often, a DME/altitude restriction can only be verified if the Captain has his VOR on another station (i.e. Carlton). The FO can only couple to what is on the left VOR (Captain's side).
Our FOs are not new-the most junior (at bottom of 700 furloughed/laid off) probably has at least 6,000 hours and three type ratings, and that includes those who have backgrounds in both tactical/training+transports.
The civilian guys probably have 8,000 hours, if not many more, for what it is worth.
Fatigue and visibility might be reasons to couple the autopilot to the ILS, but again, with just one of these factors, maybe not. This narrowbody fleet has NO autoland, therefore, in the US at least, if you are afraid to hand-fly, you will not want the job. Even some DC-10s are only Cat 2 certified.
This works well on the 757 or the DC-9
(this has no automation except altitude hold and approach coupling; no flight director allowed for the BC-LOC.).