I find that double checking the mechanics work is offensive. They are professionals. Do they check our landings for adequacy?! I talk to the guy at shift change and if he is in good shape I leave him alone to do his work. I sign whatever needs to be signed post maintenance and move forward. Never had a problem in years. 

Sorry but in my opinion you are wrong.  I have found tools,  rags and unfastened cowlings. Even great mechs get in a hurry and make errors   Just because you haven't had a problem yet does not mean you won't. I never had a tail rotor failure but I still practice for them.  

The good wrenches will insist you go over what they did. The so-so ones not so much.  Its all about respect for one another.

I don't check torques and such but I do check things before the cowls go on. Rags, tools , oil cap have been found . But that's in a 40 plus year career so it's it not a common thing!

All good mechain s know a rag left on the engine deck is just a rag until the cowling go on and the engine stars!

Happens to everyone.  This came about when a mechanic, and pro of many years, left a socket wrench on a rotorhead.  Aircraft started and thru the wrench into the parking lot through a windshield.

I've missed things on walk arounds, but since we started having the crew do walkarounds too I haven't had any issues.

It's really ok to look out for each other.  Because real pros never have an issue with someone asking questions or backing you up.  Real pros welcome it.  It's not offensive at all.  Inbrace it, there will be a time you will be glad you did.

embrace the fact that "inbrace" is not a word. 

Have been working on R/W since A&P school, PHI right out of there & have moved on & up to Corp R/W, FW. I have always asked for 2nd set of eyes & welcome them if they ask for more info, after all it's their butts flying it, & I don't want to be responsible for any incidents, let alone an accident. If you feel offended by have 2nd set of eyes, you need to check your ego @ the door.

OP, Just like your post in the other thread, you might as well upvote ourself because no one is going to agree with this foolishness. And, nobody believes you have been doing this for years either. 

 a pilot didn't  check over a mechanic's work in Sabine pass one day. The "B" nut connecting the fuel line to the fuel nozzle (206) was left loose and caught the engine on fire during the next flight. Unlike the 121 world, there isn't an inspector to check everything at your one pilot/one mechanic base. 

Back in the 1990s, after an incident involving a mechanic working at a remote location, PHI came up with a scheme whereby the pilot would *inspect* the mechanic's work and then sign off on it. The wording of the procedure said that the pilot would inspect the work and "ensure the completeness and correctness" of it. Now, this was troublesome. My license says "Pilot" not "Mechanic." I didn't want to be legally responsible (by signing my name and cert. #) for assuring that a mechanic did his job properly. Full stop. I objected to the company, who basically told me to pound sand. So I called the FAA. They put a stop to it.  

PHI revised the procedure into what they called a "Compulsory Check." With the pilot watching, the mechanic would explain the work he did, thereby giving him an opportunity to catch something he did wrong.  It provided the "second set of eyes" while at the same time letting the mechanic double-check his own work. I was okay with that. My signoff was something along those lines - that the mechanic assured me that the work was done correctly. But I was making no qualitative judgment, which of course I cannot.

We're all in this together. I have no problem looking over a mechanic's shoulder as he describes the work he's just done on my aircraft. But don't ask me to make any legal determination if he did it properly.

If the mechanic forgot to hook up a line he can't tell you that the line is not hooked up.

If he left a line disconnected, he will probably tell you when you did a leak check ;)

"If the mechanic forgot to hook up a line he can't tell you that the line is not hooked up."

Well...describing the work he did might jog his memory and make hiim realize it.  No, it's not a perfect system - what is?  I'm not going to go 'round the helicopter with a wrench making sure all the lines are tight.

don't work with you!

You always check your own 6. No one else is going to do it. It trust our mechanics but I will still go over the CCI with them. Double checks are free. 

The pilot in command of a civil aircraft is responsible for determining whether that aircraft is in condition for safe flight...91.3

The owner or operator of an aircraft is primarily responsible for maintaining that aircraft in an airworthy condition, including compliance with part 39 of this chapter...91.403

These are two separate and distinct functions which invokes a checks & balances for aircraft airworthiness.  It is a shared resonsibility...

v/r

Although 91.3 is applicable, as well.