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.

Buzz, great. Tell em then. Once again, I have done it both ways and have lost no sleep over it.

Little changes like this do not really get to me. If they are bothersome, pass it up the chain. That is all I can say.

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.

Wilco, ACL. I don't think they're bothersome, just unneeded. I actually think that the folks on VA Ave had to adopt a few of the NWA procedures. I think they chose some of the more trivial. I know that the FNWA guys did things better and more efficient then having the FO and CA respond to the shutdown check. Certainly there are more better practices out there then that?

Buzz, I do not argue that, but as we know I like to talk or read or type..... I just do not get that worked up about it. Heck even the 500' callout is more of a game of who forgets it and who remembers it.

FWIW, I actually like the silent approach. Makes a heck of a lot of sense. I always hated yapping down final anyway.

Buz,

If the engines get left on and you leave the airplane, guess who's fault it is......

The Captains. IMO, it is a very good practice to make sure both pilots make sure are in the loop when things get shut down, especially, the captain. They will earn the responses. :D

The North shutdown list was read like ours is now... FO reads, CA responds.

Personally, even afte the CA calls "cut off" on the switches, I look at the fuel flow and N2 to make sure they've stopped. I don't want to be that guy. :)

Bingo. :)

There are some classic old school stories of guys walking away with the spinny loud things still moving.

For randomness sake:

http://verydemotivational.files.word...3499378680.jpg

If the tug was hooked up and no chocks were stuck, Delta rampers used to just remove them without asking and say "Ground to cockpit - ready to push".
If a chock was stuck they would say, "Mornin' Captain, we need to pull you forward a bit".
Now, as I understand it, if we do it by the book, the tug driver is supposed to say "Brakes set for chock removal" every time. (although that's not happening at most F-DAL stations) and if a chock is stuck they then have to follow the brakes set thing with a request to release brakes.

Whatever. No big deal. Its just an extra step. I don't really have any heartburn with it since it promotes more awareness I guess.

As a wise man once said: "" ;)