Potatoes are better with salt, tea is worse with salt !
So is Any SOP's design, depending on the case, better or worse with automation.
Designers of a new aircraft must know the limit between the two domains in SOPs of that aircraft.
Human activities use mostly closed loops and wait the feedback .
Go around is nearly the only SOP that pilots learn to do in direct loops. That is taught before the first solo flight. Instructors and pilots know that it ALWAYS works. But automation and systems never claim probability=1.
Reading Machinbird's, gums' and others' experience, Go Around are much safer, better understood, better realized when it is strictly handflown rather with magic A/T TOGA button, despite we must learn the lesson from late thrust decision from Capt Gale C. Kehmeier and Michel Asseline , in United Airlines flight 227 and Habsheim.
Pilots must respect what their old and wise instructors taught hundreds times.
Then the SOP will be safe and not confusing. Designers must respect pilots' brain training.
TOGA button provides royalties on every sold aircraft l, would it crash or not.
Another issue for Asseline was that he has been surprised TWO times by the landing gear warnings. He was not waiting these alarms, he was behind his aircraft already at that moment. He was totaly in trouble, did not undestand the systems, the runways, the landing gear, the warning, and surely was no more able to resolve the energy, drag and
lift reckoning, angle and Vs climb, he was living in a schyzophrenic -Classic and Airbus - system. So was Mazières too : during the trial 9 years after Habsheim, he still said to the Court he thougt the plane could not stall, and seemed to still think it. Pierre Baud laughed and said the energy decided.