On an ILS PF calls minimums and PM calls, "runway in sight, approach lights in sight, or Missed approach." On NP approaches we calculate a VDP so it happens a little less quick. The pilot flying can call out the VDP point, If the runway environment is not insight at the VDP than a missed approach is imminent. We continue to fly or even start climbing straight in until the published missed approach point than execute the missed approach.

That's what we do too - PNF calls minimums, PF says landing or going around. We do it the same way for all approaches to avoid confusion, although there are a few more callouts on Cat II/III. We call DH, MDA, or AH as appropriate, otherwise all approaches are pretty much the same.

Oh the humanity! :D

LoL yeah Koolaidman...I wouldn't get too worked up about it ;) We haven't had planes fall out of the sky recently simply because PNF peaked inside for a second or two (or vice-versa, of course)!

But your'e right...It's silly. There are so many contradictions in our SOP it makes you wonder if those writing this stuff up have ever been on an airplane themselves!

It's make sense to me to have th PNF looking outside for the runway while the FP stays inside and would be the one who calls "minimums". Very interesting how every airline is different. Again, thanks for all of the input.

It's not humanity HSLD - it is called a HUD :D

So if the PF is concentrating on the instruments (and heads down in the cockpit) and the PNF is looking outside for visual cues - - is it tough for the PF to transition from inside the cockpit to the outside visuals cues if the weather is such that it might be at minimums? I mean if the weather is so bad that you're waiting for that last second before going missed to see the airport environment, then it would seem to be a tough transition for the PF.

USMCFLYR

Depending on your PNF in a multi crew airplane, you can do that in an airliner as well :D.

On a non precision and it's right at mins, it seems as if the hardest thing for the PF is to keep descending once the environment is in sight and you are right at the published VDP, or your calculated VDP right when you see it. Very common to see it but not start coming down, putting the aircraft high and the likely possibility of de-stablizing the approach. Plenty of bent metal out there from this situation.

On a CAT I ILS the transition doesn't seem to dramatic. Especially if there is minimal crab angle, etc.

My airline is only approved for CATII, and I've only done a hand full of them. Even though its the CA looking outside as well as the one thats going to put it on the ground, yes, it can happen quick and be tough to transition.