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It was actually much more precise in most things than a human pilot trying to move separate levers watching gauges.
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I won't argue that. It had to be set up right and wonder how common it was for both mfg of the control and field setting that it was right. That is a complex bit of equipment. I also figured for long range flight aka out in the Pacific, manual set would be better.
If memory serves me right, it was a known method but had got dropped in training in order to simplify things. Quick look and higher manifold pressure and lower RPM. see note:
FW-190 ops as noted, most of the time it would not be a consideration. Low on fuel just drop out of the fight and land as an airbase (well until the US/UK/French forces got so close the airbases were regular attack.
note: There is a mix of throttle and propeller pitch and they will act out in a total. So raise manifold pressure (prop) but throttle back if I have it right.
For me the more common one was your rear tail surfaces do not control rate of decent! Ok, yea, push the yoke forward and you will start down.
Speed will pick up and you will come to some degree of down and level.
The way it was taught throttle controls rate of decent, set pitch with the elevator. But yes they acted in combination with each other.
That was why you had trim. You changed that dynamic balance and then you adjusted for controls to be light and responsive.