It does beg the question why that particular situation should require a pilot's action instead of producing a caution light to tell you the automatic system had actuated.
Why the change from the 61 method to the 92 method?
Was there something in the certification requirements that forced that?
Albatross beat me to it but Ramen overlooked that part of his explanation on the 92 MGB design.
What say you Ramen? Or any others knowing the answers?