G'day MyNameIsIs,
I think Pontious has provided the answer to your question.
For info when carrying out an approach in poor conditions we couple the aircraft/autopilot to the ILS and the Captain, being the PF, remains head up so he can get the earliest visual indication, the FO, being the PNF, remains head down and monitors the instruments and advises of any deviations.
So, simply put, the aircraft flies the approach, the Captain looks out the window and the FO makes sure the aricraft is doing what it's supposed to do and makes the required calls on the way down. There is cross cockpit patter to let each other know what is going on, not constant but enough.
We practice this every time we go to the sim with all manner of faults, failures and with vis well below the minimum.
That particular approach in CNS was autocoupled to an autoland although it could legally have been hand flown. An autoland is required for Cat II and Cat III approaches but not for Cat I.
The ATIS at the time indicated conditions well above the alternate minima but with passing showers and things didn't really get murky until around 2000' on approach. The aircraft in front of us went around and we were ready for that possibility but we got lucky with a lull in the weather and at minima had the required vis and so landed.
Interestingly, we turned the aircraft around in CNS and then departed for Narita and did it all again at night, in a snowstorm to a non-autoland runway, that's right the approach was hand flown to a manual landing.
Several beers ensued.
Regards,
BH.