LANDING GEAR PINS AND COVERS
 

So for clarification, from FCOM:

* GEAR PINS and COVERS................................ CHECK ONBOARD and STOWED | PM
Check that the covers and the three gear pins are on board and stowed.

And from FCTM:

GEAR PINS & COVERS...................................................... ................................................ REMOVED
The PF confirms that the gear pins and covers were checked removed (e.g. during the walkaround).
The PF announces “REMOVED”.

How can the PF confirmed that the pins and covers were removed when these items are not part of his flow? I always check but it’s the PM responsibility and unless the PF go and check also, he is only assuming that the PM did his part correctly.

Walkaround.

But the walk around is performed by the PM.:zzz: Or the PF assumes that if the PM did the walk around then the pins and covers are removed I guess?

Ooops, screwed that. (company SOP).

IMHO the main reasons airlines go for manufacturer's checklists rather than own procedures are money saved on devising and revising own procedures and reducing liability. If line crews have to put up with less than optimum procedures doesn't bother those in charge.

Can't speak for Airbus but some aspects of original Embraer E-Jet checklists are ill suited for a multiple sector operation and some redesign would allow for a more streamlined ops. E.g. the company checklist on a previous airplane was designed to minimise the number of items to be checked between closing of doors and pushback. Some manufacturers publish separate procedures for optional equipment or optional procedures (such as RNP approaches) which airlines using them frequently might want to include in their normal checklists.

I also knew an airline that would use similar procedures on all their planes to ease transition between models. It's a common topic in training that people "fall back" to previous airplanes' procedures under stress (e.g. go-around callouts, calling out malfunctions).