Well
I'll boot him if you want me to Mec!
Getting back to those AFM/FCOM procedures, of course we all
follow them so that each crew member knows his duties and
to avoid stuffups and confusion. But
blindly following them in
events and circumstances that clearly require some flexibility
is certainly not wise.
I recall reading years ago of a MAS 777 with an oil press loss
on BOTH engines shortly after TO. He spun it around and put
it on the deck with an estimated 30sec remaining lifespan on
the engines. Had it been done strictly by the book they would
have ended up in the Malacca Strait (and at night).
That is what I meant when I stated the AFM/FCOM is not the
be-all and end-all for experienced professionals, despite the
long-winded bloke above who I assume asserts the opposite.
Fortunately that 777 had 'em on board that particular night.