Developing one's own procedures in FBW aircraft like airbus is fraught with danger. The manufacturer designs the aircraft with a design philosophy. They design the procedures in accordance with that. Only they have access to the software, wind tunnel and test pilots results. Operators have only the FCOM which is not good enough to overrule manufacturer's recommendations. It happens that in one part of the world an airline decides to things differently while in another part that procedure had already caused an incident. So if any change is contemplated the least an airline can do is to consult the manufacturer. Some years ago Jetstar Australia and two other airlines on a GA had relegated the FMA call to after gear up. That caused incidents of dangerous descent below minima in poor visibility in all three airlines. The captains had had inadvertently pushed THR levers short of TOGA. And airline procedure asked for FMA after gear up. Gear up was not done because there was no positive climb and that was because FMGC remained in approach mode. The lowest one aircraft came was 14ft. All of them reverted to original procedure. And especially an individual pilot should never have personal procedures. That is the surest of putting the other guy out of the loop.