So any unnecessarily high DA(H) situation leads to potential risk of visually mishandling the trajectory below DA(H), ...just as with the KSFO B777, KBHM A300, or recent Libreville B747-8 hard landing for that matter.
With the current debate regarding experience and inexperience of Air Transport category pilots what are you advocating here...........that's a rhetorical questions - don't answer.
Being a pilot requires you to PILOT the aeroplane. If you do not possess or maintain the skills, at least for the last 600' to point it at your aim point, to do so, you should seriously consider your future.
What is precision and non-precision whether 2d or 3D are all mute points. The real issues in this incident are these:
1. Company dispatching policy when weather is forecast and known to be below minimums at the destination at the scheduled time of arrival (if a nil divert policy was in place).
2. Adherence to company fuel policy and minimum divert fuel policy.
3. Airmanship by not allowing yourself nil safe alternative options.
4. Lack of Technical and Procedural knowledge regarding the requirements for the approach to be flown - centre line guidance is required to conduct an Autoland legally
5. Adherence to Company SOP's - Company visibility minimums for this approach at this destination.
These are the issues that require redressing.
The technical aspects of designing approaches, whether PANS-OPS or TURPS, at the pilot level, are adequately dealt with in Jeppesen VOL 1.
The AOM/FCOM of the aircraft details in the limitations section the requirements and equipment serviceability/redundancy needed to conduct the approach - whether ILS (glideslope max/min angle for an Autoland as an example) if CAT I/II/IIIa/IIIb, VOR, NDB, RNAV/GNSS or APV - IAW Company OPS SPEC.
The Company Training/Standards Manuel will have the necessary training and recurrency requirements for conducting its day to day operations which also include LVO OPS using the different approaches/NAV AIDS, again IAW with Company OPS SPEC.
This information is all in the books and is expected that the pilot to be at least aware of and know where to reference the information in the books - The books concerned are required to be on the aircraft.