I think one of the points of the article is that there is a need to understand the visual portion of an instrument approach.
While there is a monitored approach for CAT 2 operations without autoland in the USA, a system of switching pilots at DHon a standard LS approach is not the norm.
It is an accident waiting to happen if one pilot in a two piot crew does not ''play by the rules". I've seen a pilot say: Minimums or DH ''landing'' even when nothing is in sight...just mimicking by the rote method the published procedures/sop.
IF you have a new airline, you better check your procedures.
IF you have an old airline, go through things to make sure they really work.
AT one airline, the MINimums calls are based on MSL callouts above airport/touchdown zone elevation. for many airports this is just fine...but there are unusual airports where it makes sense to only make the calls above published minimums.
IF You call 1000' above touchdown zone elevation, then 500' above touchdown zone elevation, then 100' above mins and then mins/dh that's fine.
BUT what happens at those odd airports where DH is 600 feet?
1000 above, 100 above, DH 500 above?
unusual mins at Boston and REno make this a real problem.