Assess the dock and slip configuration. Consider what could go wrong, and where the biggest risk for damage is.
There should be at least 4 fenders on the side where the dock is. Putting more fenders where there may be a potential for contact, like an adjacent boat, is always prudent. This could be a roving fender if you have enough crew.
If you were returning to the dock, deploy the fenders on the correct side; connect them to the metal toe rail if possible, or to the base of the stanchion if there is metal toe rail.
Adjust the fender height so that they do not touch the water, but also not too high; otherwise, they will pop up onto the dock instead of staying between the dock and the hull. It is better to have them too low and adjust later, than too high.
Use a clove hitch or round turn and two half hitches to attach the fenders.
If you are backing in, there should be a fender positioned at the stern corner. You also need this for going against the forward spring line for bow-first departures. For head-in approach, there should be a fender very near the bow and also at the shoulder (about 6-10 ft from the bow). Think where the boat is likely to make contact with the pier if still moving.
Make sure the dock lines do not have knots or loops at the end.
Make sure the dock lines are running outside the lifelines, not over or thru. Put them thru the chock to avoid stressing the stanchions and chafing the line.
Observe the wind direction and strength, will it help or hinder.
Determine the relative strength of wind vs engine power.
Use the rudder and dock lines intelligently, keeping in mind the rudder is going to be less effective when the boat is barely moving or moving in reverse slowly.
Move slowly but under control for the wind conditions.
Give crew clear instructions. Assign line handlers and give clear commands addressing crew by name.
Always allow a safety margin. Stop the boat 2/3 way into the slip without having to rely on the lines.
At 10 feet from the entry into the slip, the boat should be barely inching forward. Do not expect the reverse power to stop the boat after you get into the slip. If necessary, you should engage the reverse long before the point of no return (the bow inside the slip).
Deploy an adequate number of fenders on the correct side, including a roving fender.
Dock lines should be coiled into two-part sections and ready to lasso the cleats from the boat.
Crew should be positioned near the rail to lasso the cleats easily.
Boat is close enough to the dock and stopped for the line handlers to lasso the cleats (less than 3 ft from dock).
Your goal is not to bring the boat to its final position in the slip yet. You can make final adjustment once secured with lines.
No part of the hull may touch the docks or other boats (fenders may touch).
Use prop-walk and wind to good advantage, or mitigate against it if not possible.
If you are departing from the docks, make sure everyone is on board with the spring line and another line doubled back.
Be reluctant to stay in gear more than necessary, especially in reverse. Instead learn to use the momentum of the boat.
Ask yourself what could go wrong and your plan to deal with it.
Do not assume the crew knows what they are doing. Give explicit instructions.