Caution. Never forget that the company SOP's which are generally legally binding, are the work of the latest broom to sweep clean. In other words the chief pilot will often have his own imprimatur on the company ops manual. It is not uncommon for these people to disagree with a manufacturer's FCOM or FCTM and change the facts to suit. For example I have observed former BAC One-Eleven senior management pilots change Boeing manuals to reflect their experiences on the One-Eleven. Suddenly decades of Boeing research and developement is tossed into the rubbish can and One-Eleven flying techniques introduced as purported Boeing published material.
Where possible try and cross-reference company produced information with that of the aircraft manufacturer's FCOM, because it is there in the original FCOM where often the real good gen lies unsullied by egos and personal opinions.
In Pprune, especially on the technical pages, there are some experts too, and cross-reference with their experience and opinions is often useful to build on your own knowledge. By all means cover your backside and career by adhering to the company FCOM, but quietly keep an eye on the manufacturer's advice, whether it be aircraft and engine handling for a particular aircraft or even its avionics and radar systems for which specific information manuals are available from each manufacturer. Not all this information is incorporated in company FCOM's.