JS , first let me preface this by saying that as with many OPs here , the questioning of an Airlines SOP's should be directed to the relevant Airlines FOP's department as we all operate Airbus under various degrees of differences and generally the Aircraft don't fall out of the sky because of these idiosyncrasies . We operate as our particular airline dictates .
The FCTM seems to indicate at least the Rudder check IS to be accomplished in a particular sequence, maybe some could infer that the other flight controls checks follow the same sequence ? Semantics?
The FCOM states that the Maltese cross must not be used for making the check , it doesn't state that it cannot be used to supplement it ? The stipulation is that the SD is the only verification method. If memory serves , (it may have been a "company procedure " long ago) , the Maltese cross was included as an Airbus SOP some time ago ,so perhaps some have kept it in their scan ? Maybe it gives some like Tubby more awareness ?
The FCTM also states under "NO-10 General", "cross cockpit communications" , that modifications to the Flight path , FMGS and changes in speed/Mach MUST be notified by the CM making the mod and MUST be acknowledged by the other CM . I guess some companies have found a way to do this without the "chatter", but most seem to figure that the FMA calls are a good simple way to go .
LH do it their way , it works for them . That Airbus may have issued an NTO doesn't necessarily indicate that they are happy , but merely as it states " they have no tech objection' . That Airbus has kept their procedure intact seems to imply that LH have assumed any responsibility for any incident arising outside of the Manufacturer's recommended procedures .
The "MUSTS v/s MUST NOT's , should and should not's go on and on in Airbus . One example ,is it a must to have Perf TO and Flt Pln pages set to PF/PNF(PM) for take off ? What would you tell your F/O, Capt , Training Capt?
Simple answer to the OP is : check what your Airline wants , not PPrune .