Same here. That may be "standard procedure" for training but is that what you do on the line? The problem isn't isolated to Colgan. The FAA pencil whips through these manuals without looking at them. My airline has a handful of things in the FOM/AOM that are ILLEGAL but somehow they were overlooked when they were approved by the FAA. Why would they sign something off when we all know you routinely get maintain 180/170 knots to the marker or 5 out etc. Personally I think it is much safer doing a nice clean power off approach to the marker where you start configuring then start adding power instead of reducing power configure add power then reduce power again once the glideslope comes in.