I would venture that visual approaches are generally taught, in conjunction with following any electronic glide slope or visual aids (PAPI/VASI) as this is a regulatory requirement for air carrier operators in most countries. The 777 is a FOQA aircraft, so every approach parameter is recorded. If an aircraft deviates below any electronic glidepath on a visual approach and landing, the flight gets tagged for "flying below the glideslope". Depending on the severity, the captain gets an inquiry from the airline. I know that Korean Air, for example, was very aggressive with their FOQA data. In the Flight Simulator, all electronic aids and approach aids are turned off, and the trainee and/or applicant must fly a "true" visual approach with only what is available inside the airplane (Windshield, flight instruments, flight controls). Ironically, the 777 is equipped with a green arc which predicts, on the electronic map, the point at which the aircraft will reach that altitude. Our company procedure for all non precision or visual approaches was to set the TDZE (touchdown zone elevation) in the altitude selector window and then adjust the flight path so that the green arc was resting in the touchdown zone of the runway, referencing the electronic map on very reduced scale. Stabilized approach criteria are more easily assessed until outside aids (if available) come into view. You make a good point.