Centaurus
4468 flies for company that has many own procedures that even manufacturer will frown. Any one who doesn't work there is not likely to find much merit in them and the argument will go on and on. I am happy he supports FMA calls because on another thread there was vehement opposition to FMA calls despite me quoting three incidents that could have been accidents. Another example of an airline that thinks they know better. When B777 go around procedure categorically states that after touch down pilot needs to set TOGA thrust manually not doing so is definitely pilot error. Some things can be practiced, some demonstrated and some can be effectively explained even in a class room. We lament about lack of manual flying skills but more and more incidents are taking place that show inadequate knowledge of automation as to what it does and what it won't. Proper goal oriented training can definitely improve the situation. A few things can be done in more than one way and both ways work under normal circumstances but one of them can set you up for an incident when under pressure. Existing data of incidents/accidents and manufacturers advice should be sought while making procedures.