My experience on Boeing, Europe, Middle and Far East.
1. PNF to Read. either or both to respond, as required.
2. MCP and FMS changes/settings should be done by PNF
3. DH set for Cat 1. MAP ht. set for non-precision.
4. CLB. (VS mode not often used on the Boeing due no/limited speed protection).
5. Cleared altitude until G/S intercept then G/A altitude.
6. If the aircraft has nose-wheel steering on both sides then the F/O will normally taxy, line up and take off and continue as PF. If nose wheel steering only on the Capts. side then normally F/O will take control as soon as aircraft is lined up.
7. On finals the Nav settings would usually be Hdg mode, when both LOC and GS deviation pointers are displayed then arm APP mode, when LOC is captured then mode should read LOC.
8. If a Co-Pilot is doing the landing then, under normal circumstances, they will have flown the sector and been the PF throughout - no handover until on the ground, if required, for taxying purposes,(depends again on whether you have steering on both or just one side). Some companies use a Monitored Approach procedure which requires the Co-Pilot to fly the aircraft down to minima and execute a Go-Around unless the Capt. takes control at or before minima and lands, this procedure is normally used during low visibility approaches.
9. Standard is for a power reduction at 1500' and clean-up at 3000' Some airfields require a modified procedure.
10. Two sets of up to date originals, no copies.
None of the above is hard and fast 'Gospel' - companies have their own variations based on their particular and peculiar operating circumstances, these are guidelines only.
Last edited by BlueEagle; 4th September 2002 at 13:44.