They give us the jet to taxi on a straight way as they review it.

OOPS - see CX beat me too it.

Nothing wrong with getting the WDR at the gate. Especially if your over 5 mins early to push.

Dwell time clogs up the ramp. Unless one of the crew members is low time, and or short taxi, it's way more efficient to start the engine, get the wave off and get off the ramp then double check what you need to double check on a long taxiway.

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Correct it does say that. A busy ramp in ATL with baggage carts zooming around along with lots of company traffic and possibly complex taxi instructions from ramp tower does not qualify as workload and conditions permitting hence the Debrief.

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I agree that’s extremely efficient, but what could possibly go wrong with 2 heads down during taxi operations. I’m surprised it’s not stressed as much, and seems to be sort of the cultural norm. Texting while driving is 6x more likely to cause an accident than driving drunk, yet here we are confirming numbers while driving the aircraft with 100+ souls aboard.

why are you doing the WDR verification with two heads down? There’s no reason to do that.

I don't know if this was sarcasm or a genuine question.

But, at AA, we get a TPS (Takeoff Performance System) with our flight plan. It's the takeoff performance, based on planned loads, current conditions and up to 5 runways that are possible to take off on.

We're given a planned takeoff weight, an assumed takeoff weight (if a Standard Power takeoff is authorized), which is 2K above the planned weight, the planned flap setting, assumed temperature for that runway, N1 settings (on the 737), V speeds and max takeoff weight for that runway. The load planner can also put in whether or not the runway is wet or if we'll be using anti-ice or not. We're also given runway data for manual calculations (headwinds, temp changes, anti-ice on, etc) on the bottom of the TPS.

We plan our takeoff based on that data (and on most fleets, it's uplinked to the FMS). After they're done boarding and loading, we get our Load Closeout. This is the final weights (also uplinked to the FMS). We compare the planned t/o weight with the actual. If it's up to 2K more than planned, we can go with the TPS data we have. If it's over 2K, but under the max takeoff weight (or climb limit weight) for that runway, we can go Max power and use QRH V speeds from the FMS (on the 737 at least).

We also have the option of pulling a new TPS from the ACARS which has the most current data.

We set the flaps after we get the salute from the ground crew, before we move the airplane. On the taxi out, I, as the FO, brief the load closeout and takeoff data to the Captain as part of the Before Takeoff Checklist and he reviews it in the box.

Do you get a cover sheet with your TPS report? :D

That was the only thing I got from the whole post.

There is never supposed to be two heads down. That's a complete failure of CRM. Did you not receive training on verifying the WDR on taxi out during Sim training?

Driving a car at speeds between 30-70 MPH is a little more dynamic than taxing at 10MPH in a straight line with no oncoming traffic, no stop signs and help watching for traffic.