bushbolox,
Yes,generally you're correct.Automatics are a good resource and company SOP's are not to be wilfully ignored.
No two pilots are the same,although the Company may write the book as though we all are.Theres company limitations and then theres your own limitations.A pilot must know his own limitations.The Company tailor the book to the lowest common denominator.They might mandate a max crosswind of 10 knots on a contaminated runway,or even five.Many pilots have the ability to land with fifteen or twenty.Does this mean they should?Many pilots can execute a perfectly safe landing having bust all the company's VMC stabilization criteria.Does it mean they should?
How much leeway does an airline pilot have?Those who say none are talking on the record.Officially,there's very little leeway,other than in an emergency.Unofficially,its a different matter.The truth of the matter is while the CP wants his rules adhered to,he also wants his Captains to exercise their judgement and discretion when the situation warrrants or allows such discretion..I would argue that the VMC(not the IMC) stabilization criteria is a good example.However,if you do exercise your discretion and screw it up,he'll cross you off his xmas card list,so be warned.Its a fine line and judging where the line is drawn is a real art.