pilot87

The FCOM and FCTM are both fantastic references for a lot of questions! 
 
 
I would respectfully disagree with that statement. The regulations are separate to the operations of the aircraft. In Australia we have the Civil Aviation Act (CAA), Civil Aviation Regulations (CAR), Civil Aviation Safety Regulations (CASR and meant to eventually replace the CARs), Civil Aviation Orders (CAO), Civil Aviation Advisory Publications (CAAP), Aeronautical Information Publication (AIP), Departure and Approach Procedures (DAP) and En-route Supplement Australia (ERSA). These documents all describe the safe operation of flight independent of the aircraft in operation, whereas the aircraft flight manual or standard operating procedures are completely dependent on the individual aircraft to which they apply. SOPs would also be required to not contradict anything written in the suite of regulations provided by CASA. If an airline wanted to amend a procedure it would need to speak to the manufacturer to ensure they were not making a change that could adversely affect the safe operation of the aircraft and then provide CASA with significant information to prove why the change is needed and what actions they are taking to mitigate any associated risks introduced by the change. SOPs cannot contradict the regulations unless a dispensation is sort. Essentially regulations apply to every pilot operating in Australian airspace, whereas SOPs belong to the aircraft and more or less tell the crew how to operate the aircraft in a state that is compliant with the regulations.
 
As far as what a pilot does with respect to each categories procedures, I think you will struggle to find a specific answer to that question. SOPs are not designed to be all-encompassing and assume a certain level of knowledge and experience - a product of many years of training. The FCOM states the minimum altitude that the autopilot must be disconnected by however no maximums. An autopilot is simply a device to reduce the workload of the flight crew. You can fly a 737 without an autopilot. In that circumstance the autopilot would never be engaged and the whole approach would be flown by hand. That would obviously restrict the type of approach you could fly (i.e. CAT III would not be available). You could ask the same question of 20 pilots and get 20 different responses. Remembering that it's an aid to reduce workload, the answer of when to disconnect is really "am I ready to assume full responsibility for aircraft manipulation?" I use manipulation as a pilot is never not "flying the aircraft," even with the autopilot engaged they are always monitoring and ensuring the aircraft is doing what you require it to do. Increased automation can also result in a huge increase in workload and pilot attention so in some cases it is better to just disconnect and fly the aircraft. 
 
 
 
 
Absolutely correct. Any instrument approach (other than CAT III autoland) is designed to get you to a point where you can achieve the required visibility to safely land the plane. An excerpt directly from the Aeronautical information publication which applies to all aircraft operating in Australia (with my bolding):