Somebody mentioned earlier about rejected take off and there being 3 changes of control. There's not actually, there is only one, from an FO handling a rejected take off, handing over to the captain at a safe taxi speed. The non handler at the time of the rto operates the thrust reverse once the handler has intitiated the rto by closing the thrust levers (on my fleet anyway). There's no calling of 'my thrust levers' or any of that, because everyone knows whose operating what and when. Like everyone else says who uses the sop's, they actually work fine. You can still do raw data approaches as well, I do them virtually every time into LHR, and the other guy takes the aircraft when he wants it, usually sometime between 1000R and 500R. Sounds crazy to some people I'm sure, but its pretty good when you get used to it. And if its your landing, you get to spend the whole of the approach adjusting your seat to perfection!