I don't know why pilots can't just leave the MCP altitude where it was when they shut down. No need to put it to field elevation or even zero.
The MCP altitude is typically be pre-set during the cockpit pre-flight to an anticipated altitude. Why not do it. If it turns out to have not been the proper altitude, it was likely only changed from one improper altitude to another and can be properly set during the briefing.
The MCP altitude should be checked by all pilots during the departure briefing when the initial climb altitude is mentioned. Ideally, the briefing pilot points to it/selects it at that time.
FMA should be checked on the pre-flight for proper indication. In fact, it should also be checked when you turn on the FD switches for a boxed TOGA/TOGA indications(for 10 seconds).
I don't understand why having a mis-set altitude in the MCP would lead to a delayed rotation(if that actually happened).
Alarm bells should be going off if one is reducing the pitch(or only pitching up to 5 degrees) near the ground. A couple of degrees might be reasonable, not ten degrees from typical initial pitch attitude(even after an engine loss V1, this would be way off).
Fight director giving indications you don't want to follow is not just a Boeing thing. I know of an Airbus near crash due to following the FD's on a go-around(Thrust levers put in Flex instead of TOGA - and actually another Boeing crew that didn't press TOGA on a go-around leading to flap over-speeds as they follow inappropriate FD commands).
Looking out the window could make things worse, depending on the situation.
Helpful tip......
When sitting in the jump seats as extra crew, at some point after the cockpit setup but before pushback(when there is time), I like to do a scan of the overhead and forward panels. On occasion, you find something that is not set properly. And you can still listen to the cockpit gossip while doing it. Some prefer to use that time on iPhones.
Last edited by punkalouver; 28th Dec 2021 at 20:12.