A perfect example where management, with help from the regulator, set up the flight deck crew. From the report,https://www.atsb.gov.au/publications...403038_001.pdf

Definitely with Ollie, Studentindebt, burnt_out etc on this one.

If there isn't enough time to brief after report, then there isn't enough time. 99% of the time its sufficient.That 1% then the flight departs late, so be it. Safety before OTP. If they want 100% OTP the airline can pay for me to come in earlier.

Bet if if they reduced your report time to near nothing you'd be up in arms! (i find it odd that some are not already about a 15 min briefing time! How is that safe?)

Most airlines would be using iPads and a few minutes spent reviewing FP/WX/NOTAMs prior to arriving at work definitely reduces the pressure, particularly for a multi sector day. I'm much more relaxed when I arrive at work 80% prepared already and only need to deal with last minute stuff once I get to the aircraft.

I've already worked out my fuel figure, set up the JEPP app for the route and entered the aircraft registration in the performance apps. If the aircraft arrives with a new MEL which requires a complicated operational procedure or the rostered F/O calls in sick at the last minute and I need to do his job until the replacement arrives I'm not overloaded.

Can someone confirm if in the JQ Preliminary Cockpit Preparation section of the eQRH SOP there is a line item of EFB/QRH check.

if it is in the JQ eQRH, then why no ATSB mention of the missed SOP in the cockpit?

If not in the JQ eQRH, then why no ATSB mention of this (as it is an unadulterated Airbus procedure). Surely having a SOP item in the cockpit is better safeguard than relying on it from memory at sign on?

Observation: Date of incident occurrence to date of report release = 514 days and yet still has basic error in report of two different aircraft regos (-VFK and -VFX). Wonder what else is incorrect in the data on which recommendations have been made to the operator?