From the Learjet. (Worldwide OPS except CEPAC Composite.)
1) Flow, followed by PNF using checklist in a read & respond format, Except for the gear which is always challenge/response/response.
2) Altitude select set by PNF who points at it until PF reads it back out loud.
3) Not applicable
4) Time is money in the charter industry. Best speed over ground regardless of fuel burn usually means V/S @ 500fpm in the climb until ATC starts complaining.
5) IMC: Intermediate until GS capture, then missed approach. VMC: Intermediate until cleared for the visual, then field elevation. 99900 when cleared to land.
6) All our FO's are typed, so we swap 50/50. No vis/cig restrictions. Some folks will occasionaly use a monitored approach technique.
7) Varies significantly based on type autopilot
8) FO's get to taxi. Scary huh?
9) Type specific. Check your FOM
10) Tricky on the Lears with only one set of charts. Two approved methods. Have the PNF setup and brief, then they take A/C while I read chart and verify. OR; I hand AC over to PNF, then set up and briefs procedure. Switch, then PNF reviews setup. (Not enough room in the AC for two sets of charts.) The NTSB made a recommendation to the FAA to require 2 sets after that New Hampshire Lear CFIT accidents several years back. Don't hold your breath.
For the purposes of incursion prevention, make it a policy during ground OPS that the PF reads back each taxi clearence verbatim the moment the PNF reads it to ATC. Also, consider requiring your pilots to verbalize: "O.K. Charles, I'm gonna stop on this side of the 4-22 hold short line." Or, "It's VFR, we'll cross the ILS critical area hold short line and stop when we get to the 17R hold short line. Verbalization sounds goofy the first time you do it, but you quickly become aclimated. It really does decrease the risk of an incursion. I've had times when I forgot to verbalize and although I still planned to stop, the FO asked me if I was planning on stopping. It adds an additional barrier between you and the end of your career.
I put hundreds of hours into developing our SOP's, including a fair amount of jumpseating on just about all of the US carriers. I used what I thought worked best for different portions of the script. If you would like ANY assistance, I would be delighted to help you out. Drop me a line!
Warmest Regards,
DAN