Narrative:

Delay at gate for computers missing most of the flight plan data. I used a second computer at [a different gate in lax] and got the same result. Flight documents were unusable. Management supervisor said there is a software problem with the computers at [this gate]. The computers printed one fifth of the complete flight plan in random parts which the gate agent supervisor was aware of the computer problem. He walked me to [another gate] to print the paperwork which delayed the cockpit preflight. The corrupt/unusable paperwork was turned into the flight office for chief pilot review and correction. The agent did give me the souls on board and closed the door without checking if I was ready to go which resulted in a reopening of the door. Once I read the logbook for discrepancies; I cleared the 1L door closure. We departed two minutes early. The computers and printers should be pre-flighted at every gate prior to every departure to ensure they work flawlessly to avoid unnecessary delays. Computers and/or printers not working; or working incorrectly; causes delays. Ramp delay on gate for alley traffic 12 min; after engine start a complete ATC re-route for sector volume. I believe the dispatcher had the re-route from ATC prior to push; but did not send it to us since that would involve more work for him. I asked the dispatcher on ACARS if he had the complete re-route to which he sent us a new one; but not a re-release or a new flight plan. We also had a departure change; prior to the complete re-route; with a revised segment. The revised segment was corrected in the box. There was a fuel discrepancy on the re-route because the flight was planned at FL250 to ZZZ. I corrected the dispatcher to FL350 so we had more than 6.1 FOD after crossing the country with no alternate. I had also originally added 1.5 to the original flight plan where I had a 7.6 FOD with no alternate to 8.6 FOD with no alternate. The re-route and FL250 took us to a 6.1 FOD. I changed the altitude to FL350 resulting in a 10.1 FOD. I never got a new flight plan or re-release; nor did I re-sign the revised complete new flight plan or revised release in the box as the dispatcher said it was unnecessary. Regardless; the complete re-route on very busy ramps and taxiways at lax after engine start is a safety concern. We attempted to stay on the ramp to complete the revision work; but were moved out onto the taxiways with approximately 4 radio calls to a very busy ground controller to figure out where to put us. The first officer did a nice job getting the new route in the box; as I called dispatch on my phone with the brakes parked. The controller kept moving us down C westbound holding short of different taxiways as the first officer loaded the box and I corrected the dispatcher on the altitude and fuel. The workload and attention to detail for the controller and the crew goes way up when this happens; as opposed to having the correct routing when I print the flight plan; so the box is loaded once; correctly. I wasn't the only aircraft getting a complete re-route. So you take what we are doing and multiply it for the ground controller. The morning rush; taxiway and partial runway closures further complicates the picture. The weather was good at lax; enroute and at [destination]. ATC clearance and dispatch have to get better at developing; planning and clearing routes before the aircraft pushes in a busy environment. I don't know where the break down is occurring; but the last minute changes increase workload for everyone; decrease safety and result in delays for our customers. I can understand in a changing; or bad weather environment; but this was not the case here. A bunch of aircraft were being re-routed for sector congestion; I was told by lax clearance. Flight manual states; 'the dispatcher will issue a revised flight plan/dispatch release if a change in conditions requires a modification in planned operation of the flight.' this sentence is unspecific as to what the change inconditions are. In this case; we had a complete re-route with a fuel change. I asked for a re-release and new flight plan. I did not sign a new release on the ACARS. I queried the dispatcher about a new release and he said it was not needed. After checking for sufficient fuel with the dispatcher; and the FOD indicated in the FMC; we took off. Furthermore; the last sentence of B. States; 'the aircraft must not take off until the captain has received the new/amended flight plan/dispatch release.' the dispatcher led me to believe [we] complied with these requirements. Enroute; we realized [a company policy] was not complied with and the verbal dispatch release and load plan forms were missing from the book on the aircraft. The discrepancy was written up in the maintenance logbook.

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Original NASA ASRS Text

Title: A321 Captain reported several areas of procedural deviation during his departure from LAX.

Narrative: Delay at gate for computers missing most of the flight plan data. I used a second computer at [a different gate in LAX] and got the same result. Flight documents were unusable. Management supervisor said there is a software problem with the computers at [this gate]. The computers printed one fifth of the complete flight plan in random parts which THE GATE AGENT SUPERVISOR WAS AWARE OF the computer problem. He walked me to [another gate] to print the paperwork which delayed the cockpit preflight. The corrupt/unusable paperwork was turned into the Flight Office for Chief Pilot review and correction. The agent did give me the souls on board and closed the door without checking if I was ready to go which resulted in a reopening of the door. Once I read the logbook for discrepancies; I cleared the 1L door closure. We departed two minutes early. The computers and printers should be pre-flighted at every gate prior to every departure to ensure they work flawlessly to avoid unnecessary delays. Computers and/or printers not working; or working incorrectly; causes delays. Ramp delay on gate for alley traffic 12 min; after engine start a complete ATC re-route for sector volume. I believe the dispatcher had the re-route from ATC prior to push; but did not send it to us since that would involve more work for him. I asked the dispatcher on ACARS if he had the complete re-route to which he sent us a new one; but not a re-release or a new flight plan. We also had a departure change; prior to the complete re-route; with a revised segment. The revised segment was corrected in the box. There was a fuel discrepancy on the re-route because the flight was planned at FL250 to ZZZ. I corrected the dispatcher to FL350 so we had more than 6.1 FOD after crossing the country with no alternate. I had also originally added 1.5 to the original flight plan where I had a 7.6 FOD with no alternate to 8.6 FOD with no alternate. The re-route and FL250 took us to a 6.1 FOD. I changed the altitude to FL350 resulting in a 10.1 FOD. I never got a new flight plan or re-release; nor did I re-sign the revised complete new flight plan or revised release in the box as the dispatcher said it was unnecessary. Regardless; the complete re-route on very busy ramps and taxiways at LAX after engine start is a safety concern. We attempted to stay on the ramp to complete the revision work; but were moved out onto the taxiways with approximately 4 radio calls to a very busy ground controller to figure out where to put us. The FO did a nice job getting the new route in the box; as I called dispatch on my phone with the brakes parked. The controller kept moving us down C westbound holding short of different taxiways as the FO loaded the box and I corrected the dispatcher on the altitude and fuel. The workload and attention to detail for the controller and the crew goes way up when this happens; as opposed to having the correct routing when I print the flight plan; so the box is loaded once; correctly. I wasn't the only aircraft getting a complete re-route. So you take what we are doing and multiply it for the ground controller. The morning rush; taxiway and partial runway closures further complicates the picture. The weather was good at LAX; enroute and at [destination]. ATC clearance and dispatch have to get better at developing; planning and clearing routes before the aircraft pushes in a busy environment. I don't know where the break down is occurring; but the last minute changes increase workload for everyone; decrease safety and result in delays for our customers. I can understand in a changing; or bad weather environment; but this was not the case here. A bunch of aircraft were being re-routed for sector congestion; I was told by LAX clearance. Flight Manual states; 'The Dispatcher will issue a revised Flight Plan/Dispatch Release if a change in conditions requires a modification in planned operation of the flight.' This sentence is unspecific as to what the change inconditions are. In this case; we had a complete re-route with a fuel change. I asked for a Re-Release and new flight plan. I did not sign a new release on the ACARS. I queried the dispatcher about a new release and he said it was not needed. After checking for sufficient fuel with the dispatcher; and the FOD indicated in the FMC; we took off. Furthermore; the last sentence of B. states; 'The aircraft must not take off until the Captain has received the new/amended Flight Plan/Dispatch release.' The dispatcher led me to believe [we] complied with these requirements. Enroute; we realized [a company policy] was not complied with and the Verbal Dispatch Release and Load Plan forms were missing from the book on the aircraft. The discrepancy was written up in the Maintenance logbook.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.