As far as I understand it, the employer's OMs will never be less restrictive than the state approved AFM. So in that sense the AFM is always complied with.

I am not in doubt about the tailwind limitations and as per our company policy we apply 15 kts tailwind for take off and landings

No doubts here , I was just highlighting the differences that exist between AFM and FCOM . Tailwind limitation was just an example .And we apply FCOM.

For years , g load limitation on AFM was different from FCOM , now g load limitation is the same.

These are just examples for you to be aware that differences can exist and you need to refer to FCOM as a pilot and not AFM.

As for the FCOM regarding our question it says Thrust Levers .... To 50% to N1.

SOPs are not made for interpretation or investigation , they are clear and cut . When they say A they mean A and not a.

Cj2: Is the FCOM part of your OM-B? If CAA, or indeed EASA or the worst lawyers come and find you not compliant with AFM, hence having vialoated the aircraft's CoA, what would happen?

I do agree with your logic that FCOM is how the OEM says the equipment shall be operated (the easiest way to achieve consistent results, comply with AFM, stay safe, and deliver target economics - I must add) and we should read it thorougly and properly. Espescially avoiding the temptation to interpret it beyond what is written.

In a non perfect world, The African Dude's rule is not always 100% complied with. In your case, when FCOM avails less retrictive rules than AFM, that's simply wrong, man. EDA may be onto something, do you have the AFM appendix for 15 kt t/w implemented? Or else, is your FCOM "pure" or had it been modified by your company?

take care,
FD.