Hello OICUR12
From a pilot from 3 diverse airlines (Europe and RP China)
A319/320/321
Regarding your questions dated 17th June:
1- Yes, allways but in diferent ways acording the company SOP'S.Reading the SID on the MCDU by PF and PNF confirming on the Chart or PF reading the Chart and PNF confirming on MCDU/ND.
2-Never (the auto abort is a built in feature), only during manual start.
3-On or Off according the situation
4-Only when ECAM gives Brakes Hot, or 5 minutes, exception if going into a near by stand and is required to cool down the brakes avoiding them on during a lot of time at the stand (to be confirmed if carbon brakes dust is harmfull or not)
Reagarding the questions dated 24th June
1-Usually 1500ft AGL unles other altitude required due to obstacles (example KWL in RPC).
2-Presently in my current airline no, previous airline yes.Anyway as I am a captain I do require to have them tuned on my flights.
I already put me out of a very strange situation because I had them hard tuned (a severe map shift of 80 miles at night and in a thunderstorm into LAOAG Phillippines without any indication regarding the shift, fortunately I had hard tuned the radio aids for app and followed a raw data app returning to the station were while overflying the VOR the map position just recovered), of course I had as well several double FMGC'S failures on SID's and STAR's .
Another factor is false ILS captures (yes they happen), so I do have radio aids tuned to support the approach, I do strongly recommend to read the Flight Safety Digest of July 2002 "Erroneous ILS Indications Pose Risk of Controlled Flight Into Terrain".
Another reason was while flying in RP China, their DATUM is not WGS84 so it can lead to same errors.
3- Used SITA and Jeppesen.
4-No
Hoppe this helped
All the best, and remember the scarebus is a computer with wings.