Originally Posted by
buzzpat
I agree its no biggie. But, it is wasted oxygen. Any FO worth his or her salt takes care of all that stuff. I always make sure before I leave the CP that nothing's on that shouldn't be on. Plus, still about half of the CA's I fly with don't know the responses. They're still trusting me to do it even though I'm reading the checklist as well. I know its not a big deal but its not "best practices" in my book. Empower the FO to do his job and hold him accountable.
Personally, as far as best practices- I believe a dual "cut off" response from both the CA and FO would be appropriate. The old way would be fine for the rest if we wanted a compromise.
Of course there are going to be as many preferences for this as there are pilots.
I prefer a way that isn't cumbersome, easy to comply with, and efficiently verifies with reasonable probability that things are done right. The engines left running at the gate are the biggest hazard, and that was my biggest gripe with the old checklist. I could just see it happening- I never did it, but it leaves more room for error.