By that I mean that if you took a typical 500 hour GA pilot and gave him 40 hours of 737 sim training and 20 hours of manual circuit flying (take off, landings, approach and departure patterns, touch and go circuits etc.)
He would be able to pass an aborted ILS approach at any point it was called by a check airman. Or is this a wrong assumption?
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But if the same GA pilot had spent 95% of his flying in a 737 on automatic pilot and in the simulator and certainly very few actual go arounds in IMC, then it is an entirely different story. Probably thousands of current of 737 pilots and indeed other current types are in the same boat. But get the combination of turbulent night IMC weather and looking at a possible late diversion to an alternate and add the fact the crew have long lost manual flying skills they maybe once had, then the Swiss Cheese holes lined up and we now see the tragic result.
So much depends on how good the pilot can fly an aircraft manually on instruments. Unfortunately, most airline crews nowadays are almost totally automation orientated or forced into it by company rules that stifle hand flying even under the most benign conditions.