Narrative:

Over the past several years; the A320 fleet has occasionally instituted flight crew requirements that did not enhance safety but just added another layer of complexity. Essentially some of these requirements just created another 'to do' item in an already task-saturated environment; and an opportunity for airbus crews to 'overlook' and not accomplish the item. A few of the fleet-instituted requirements did make good sense and enhance safety. The A320 FM dictates that 'if a runway change occurs after starting the before takeoff checklist; repeat the checklist in its entirety.' this sounds good; but in fact can cause problems in the operation and hamper ATC. For example; a few weeks ago we were taxiing out for takeoff at sfo to runway 28L. High winds had the airport landing and taking off on runways 28[left and right]. We had 28L loaded in the fmgcs and had takeoff data for both 28L and right. We completed the before takeoff checklist during taxi-out; and were holding short of 28L; ready for departure. Tower called and told us to 'cross 28 left line-up and wait 28 right.' we quickly loaded 28R in the fmcs and scanned for traffic on final. We told tower 'cleared to cross 28 left but we will need a minute to run a checklist.' I further requested that we would like to hold short of 28R to accomplish this and not proceed on the runway. The tower controller was not happy! She then emphatically just said to hold short of 28L now and expect departure from 28L. I have counted now six times this has happened to me at sfo on the 28's. Each time I have asked the first officer to have both sets of data available and ready with the same flap setting. Usually the data are almost identical. However; the controllers clear aircraft for takeoff on either 28 left or right; depending on arrivals. We never know what runway it will be. Sfo tower even broadcasts now for crews to have runway data for both runways; but that doesn't help us our with our FM requirement.re-running a 15+ step checklist quickly but accurately takes time. Re-running it near runway thresholds with eyes inside the cockpit has adverse safety implications for our flight operation. A better way would be to perhaps put asterisks (*) at the steps that really do need to be re-checked on the before takeoff checklist. Line crews on the airbus fleet are now very familiar with the scratch-pad message to re-check v-speeds. The current requirement now detracts from our margin of safety rather than enhancing it.

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Original NASA ASRS Text

Title: A320 Captain believes the company requirement to run the takeoff checklist in its' entirety after a runway change is too time consuming and causes problems with ATC. The reporter offers suggestions.

Narrative: Over the past several years; the A320 fleet has occasionally instituted flight crew requirements that did not enhance safety but just added another layer of complexity. Essentially some of these requirements just created another 'to do' item in an already task-saturated environment; and an opportunity for Airbus crews to 'overlook' and not accomplish the item. A few of the fleet-instituted requirements did make good sense and enhance safety. The A320 FM dictates that 'If a runway change occurs after starting the Before Takeoff Checklist; repeat the checklist in its entirety.' This sounds good; but in fact can cause problems in the operation and hamper ATC. For example; a few weeks ago we were taxiing out for takeoff at SFO to Runway 28L. High winds had the airport landing and taking off on Runways 28[L and R]. We had 28L loaded in the FMGCs and had takeoff data for both 28L and R. We completed the Before Takeoff Checklist during taxi-out; and were holding short of 28L; ready for departure. Tower called and told us to 'Cross 28 left line-up and wait 28 right.' We quickly loaded 28R in the FMCs and scanned for traffic on final. We told Tower 'Cleared to cross 28 left but we will need a minute to run a checklist.' I further requested that we would like to hold short of 28R to accomplish this and not proceed on the runway. The Tower Controller was not happy! She then emphatically just said to hold short of 28L now and expect departure from 28L. I have counted now SIX TIMES this has happened to me at SFO on the 28's. Each time I have asked the First Officer to have both sets of data available and ready with the same flap setting. Usually the data are almost identical. However; the Controllers clear aircraft for takeoff on either 28 left or right; depending on arrivals. We never know what runway it will be. SFO Tower even broadcasts now for crews to have runway data for both runways; but that doesn't help us our with our FM requirement.Re-running a 15+ step checklist quickly but accurately takes time. Re-running it near runway thresholds with eyes inside the cockpit has adverse safety implications for our flight operation. A better way would be to perhaps put asterisks (*) at the steps that really do need to be re-checked on the Before Takeoff Checklist. Line crews on the Airbus fleet are now very familiar with the scratch-pad message to re-check V-speeds. The current requirement now detracts from our margin of safety rather than enhancing it.

Data retrieved from NASA's ASRS site as of April 2012 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.