I’ve flown three different monitored approach procedures.
BEA where the captain monitored the power with the copilot doing the poling..rubbish and developed because some of our older guys (late 40s plus) couldn’t cope with the beast. Often the senior copilot changed seats from P3 if it was going to be on limits.
Secondly BOAC where one pilot monitors the other along with the flight engineer(who had his own set of levers and would set power called for). Worked well and much easier to fly than the with analogue auto throttle with its lag.
Third was SR where the training was to a higher standard. CAT 1 either we could fly a manual approach and land although if the cloud base was below 500ft I would elect as a copilot to do a monitored approach with the captain landing purely because we were in the business of transporting passengers.
CAT 1 monitored could be hand flown and had a continue phase from minimum’s to 100 ft where the copilot would expect the captain to take over although he could still fly a manual go around.
I watched a naughty one from the jump seat after the MD80 diverted to Gatwick where continue was called although nowt was seen and at 100ft there was maybe a centre line light visible.
Part of the problem nowadays is the reduction of training and experience before a line pilot is released without a supernumerary. It can be a one man band. How it works with old f@rts relying on the automatics and fatigue is another question.
I would add that I’ve had control taken from me, taken control from others and regretted that I hadn’t taken control earlier or properly but that’s all 25 years plus ago.
Still a fan of a well executed monitored approach.