Originally Posted by JohnBurke

I can't say I agree. Boeing built their manuals to be modified by each user; they even built their airplane to the flavor of the user. We used to operate 747's in which all the switches pointed forward for aft...and others in the same fleet that all pointed aft for off...depended what the operator wanted. For first-run airplanes, where the operator bought new, all good and well, but for those who are operating airplanes that have been somewhere else, the fleet may be mixed flavors. The truism, "we used to have a common fleet, but then we bought the second airplane" isn't such an unusual thing.

SWA's reputation for taxi speeds and brake use is known; but each operator does things a bit differently. It's one of the reasons that as a new hire, one is best not studying material from a different operator. There's more than one way to skin a cat or fly an aircraft, and it's important to fly it the way the employer who is paying the bills wants it flown.

If the employer allows the autopilot at 400' that's fine. Personally, I usually hand fly to 270, sometimes to cruise. If it gets busy, or there's distraction, or there's a problem, by all means, the autopilot is there, but I generally don't call for it until far above the minimum engage altitudes. Turns...depends on the location. Anchorage on 33, 600'. Guantanamo, right away. Gimpo...turn. They shoot at you not far past the airfield. Do as is appropriate.

I will admit, my respect for a pilot drops considerably when (s)he's calling for autopilot at 400. It really doesn't hurt to actually fly the airplane, and there's more than one way to fly a Boeing (correctly). More than one way an operator can call for it to be done, and it doesn't violate a sacred aeronautic ethic that it doesn't read precisely the same as the Boeing generic.