I am surprised by the apparent disregard for speed awareness in this thread. Speed and attitude are interlinked; correct airspeed for the configuration equals safety, especially with an engine failure.
‘Rules for attitude’ are actually rules of thumb or guidelines for use during training, for giving examples, or as an aid memoir for given situations as discussed above. When it comes to controlling the aircraft there should be a loop process involving attitude, speed, and power. During takeoff and climb, power is regarded as fixed, thus the control loop is attitude and speed. During an approach there are more variables, but always speed, attitude, and power, intermixed with altitude, altitude rate (VS), or flight path (GS).
I wonder if this thread is assuming the use of auto throttle, thus the crew only have to control the pitch loop. Or is it the use of a FD, an attitude based (presentation) instrument that overshadows the basic aircraft control mechanics, which we should all have been taught initially and may well require during abnormal operations in large aircraft?
How would Pprune’ers respond to the question of pitch attitude and aircraft control without auto throttle and no FD? And if this differs from the normal operation, how and when are these different control techniques taught and practiced?