It's a real interesting video instead. Very well presented: Just three powerpoint slides in 25 minutes is something not many people can do. As a professional instructor the only style comment I have is that he could have used the stage a bit better. Don't stay behind that (protecting) desk, but use the whole stage. (On the other hand, he may have been limited in the amount of space he could use, based on the camera positions and their field of vision.)
Forget the presenting style comments though. What I'm surprised at, is that he doesn't bring his presentation to a logical conclusion with a few criteria on when to use which of the three levels. But he hints at that logical conclusion a few times...
What should have been added, in my opinion, is a discussion on something that I would call "setup time". And that's the time it takes to "program" the 'puters to do what you want. Something you need to do before you engage the mode selected. Or, in computer terms, before you execute the program.
Flying manually, with the autopilot (and possibly the autothrottle) off, requires the least setup time. Hands on the controls, click, click, and you're flying.
Flying on the AP/AT in LNAV/VNAV mode takes a few seconds longer to setup, and flying with the AP/AT slaved to the FMS might take several minutes to setup properly.
If you incorporate this into your decision as to which level of automation to fly at, in a given situation, the decision all of a sudden becomes very clear-cut and obvious.
I am not sure I agree with what I think he is suggesting which is to drop out the autopilot when you don't know what it is doing. Far better to leave it engaged but set the heading bug to where you want to go and then press HDG. Most pilots don't fly on instruments all that well when they have been suddenly dropped into it.
I think his comment is a bit more complex than that. In "WTF is it doing now?" the "it" may refer to the FMS or the AP/AT. If the FMS is doing something unexpected, you drop to AP LNAV/VNAV mode. If it's the AP which is doing something unexpected (like in the stuck throttle example) you drop to hand-flying. (I have never flown with an FMS and I don't know how easy it is to distinguish between the two though.)
But I think you're on to something anyway. If you are not able to take over from the AP/AT at any time, in any flight regime, you probably shouldn't have put yourself in that profession/aircraft/regime/situation in the first place.