Mind you that on a dual channel approach at 400 feet the aircraft will trim nose up. Reverting to manual flight to attempt a landing after this point can be quite a challenge and you are better of going around even when visual.
Due to the up trim, a manual go-around on B737 below 350' will require a significant downwards force on the yoke by the PF.
You need to know what you are doing or you WILL stall and burn.
Anyway a system failure on a CATII or III approach will most of the time lead to a go-around.
So which is it? G/A before 400': G/A after 400' even if visual and avoid the crash & burn stall: continue after 400' to CAT 1 DA - visual- land with all your muscles pushing against the nose up trim? What a drama? In B732 it was a CAT 2 autopilot approach to manual landing. Thus a nose up out of trim A/P disconnect & land was trained. It was no big deal. You controlled the pitch of the a/c with the elevator and pretended you really were a pilot after all. The same would be true if you made a G/A at 100'; the nose up trim would be in force and the A/P would disconnect. You controlled the pitch as per the first scenario. If you feel you can not control the attitude on the EADI/PFD etc. during a IMC G/A or visual landing then perhaps you are in the wrong profession, or should go to the gym more often. Neither of these problems should come as a surprise as you should have pre-weaned yourself, and colleague, before either event. Good pilots are proactive and forewarned. They lead & guide the a/c and do not follow it hanging on to the a bucking bronco.