With the 'monitored approach' SOP as used in some airlines, the landing pilot is not the one who flies the approach, therefore captains often give away the sector to a 'challenging' airfield to the F/O. That means that the captain will fly the descent and approach and the F/O will take over (typically at around 1000ft) for the landing.
In a previous airline (that didn't use the 'monitored approach' SOP), I used to fly to Innsbruck every weekend during the winter in a B.737-400. Memory is a bit hazy, but I'm sure we used to let the F/Os fly the sectors into (and out of) LOWI. They would do the descent, approach and landing. Don't remember it causing any particular problems.
In some ways, letting the F/O fly a 'challenging' approach unloads the captain to enable him to monitor the big picture and cross-check approach progress.
All the above assumes that the F/O is trained to the same level as the captain (as was the case at LOWI: a three-hour sim detail followed by three 'visits'). The captain can then have confidence in the F/O's knowledge of the procedure and it also enables a briefing to take place on a 'level playing field', where both crew members have a similar idea of what to expect.
The briefing is an opportunity for the pilot flying the approach to explain exactly how and when he/she will handle the autopilot, configuration, etc. That way there should be minimal 'surprises' later on, or situations when the monitoring pilot is wondering just when the flying pilot is going to select flaps or gear, etc.
Totally agree that the captain is in overall control and that individual circumstances have to be taken into account.