. because it is most times very hard to teach an old dog new tricks.
Quite a while ago, "we" came across an operator of glass B737 who would not allow use of LNAV/VNAV or moving maps except in cruise, and insisted on switching to only display a "conventional RMI" for departure and arrival. And insisted everything had to be "heading up", none of this flying "track" nonsense
I freely admit to being one of those old dogs, although I would never insist others follow my example. For example, when hand flying an ILS (very few pilots are game to try that lest they stuff up) I much prefer to be on HSI/ILS mode rather than MAP mode. The tiny expanded localiser bar directly under the ADI (or PFD as it is called) is so small and can disappear if beyond the one dot limit and you don't know how far off the ILS course you are unless you switch back to the "big picture" which I call full scale HSI mode.
Switching to "conventional RMI" is IMHO sound airmanship and a wise precaution as against blind following of a flight director with its danger of tunnel vision. I always select ILS on the standby ADI when flying an ILS (manual or automatic) to compare it to the PFD ILS or HSI/ILS. Nothing like a precautionary cross check. During a dark night rotation and initial climb I scan the standby ADI as a continual cross check. Maybe it goes back to when artificial horizons could fail and one never forgets those potentially deadly events especially near the ground. Heading up is my preference too, particularly when flying an ILS in crosswinds and I know in which direction to look for the runway at DH.
What are seemingly old fashioned practices to some, are in many cases the product of hard earned experience. Children of the Magenta Line might look at us with pitying glances but that is their problem - not mine