Originally Posted by
CW247
Speak for yourself. The SOP is what makes the job what it is. I've been at airlines with god awful SOPs where yabba yabba yabba and pointless box ticking and duplication is the order of the day and I've been at airlines with simple, smart SOPs where duplication is next to zero. Guess which one had more incidents? Some SOPs truly wear you down. And in an industry with so much else to wear you down, that matters. You're kidding yourself if you think other wise.
How complicated aviation SOPs has become!
In my time in Big Airways the pilot flying the sector took over at engine start, after normally being included in the pre flight fuel decisions etc. Personally I also briefed the Senior CC to discuss any inflight problems firstly with the P2 when flying the sector, as good pre command experience.
The whole flight was conducted from the appropriate seat, taxi ,flying to touchdown (prior to the introduction of the MA after the BEA merger) taxi in and parking. Obviously if the parking guidance was set up for the LHS then then handover took place at a convenient time near the Stand. On a P2 sector they also were able to call Stop on takeoff, his/hers hand remained on the thrust levers until V1. That SOP remains today.
The only P2 restrictions I remember were Cat 1 limits, and X wind limit 15/20kts I think, and of course the Capt. always carried out low vis approaches/Autolands. Also on my type, A/P off A/T off.