Well, for us we normally do a 1 hour turnaround at out ports. The sequence roughly goes like this:
We arrive at the gate, shut down the engines, do the shutdown checklist. The captain grabs the logbook and fills it out, while the FO fills out ACARS for any delay codes, prints out an admin report for the captain to sign, and takes care of the paperwork, filing the flightplan, Cargo manifest, loadsheet, takeoff data sheet, and putting the rest into our recyling bag.
We then put our charts away and grab the charts for the next trip. After this someone opens the cockpit door to let the engineer and ground staff in. However this only happens when all the passengers have got off, and with almost 400 passengers, this can take a while!
ETD -50 mins we get the paperwork, and we have a chat to the engineer about any defects, football scores etc.. before we have a look through the paperwork. The next 10 minutes are spent going through the various mouds of paper (Flightplan, NOTAMS, weather, expected load, ATC filed route etc..) before we decide on the fuel figures.
ETD -40 mins and the PF
starts punching in the numbers into the FMC, and the PNF goes on his/her walkaround, stopping to tell the cabin crew the flying time, putting in our drinks order and stopping by the loo.
ETD -30mins, passengers start boarding
ETD -25 and the PF
has finished programming the FMC, and the PNF is back from the walkaround. The PNF starts looking through what has been put into the FMC, and the PF
now has a chance to stretch his/herlegs for 5 mins and visit the loo and have a sip of that drink. At ETD-25, we also get the final Zero Fuel Weight figure through ACARS. Based on this, we decide if there is going to be any change to the fuel required, and we send off our Fuel On Board, Takeoff Fuel, and Trip Fuel. These figures are needed to construct the loadsheet.
ETD -20 We start our various briefings and things. First is the instrument cross check, checking our altimeters and headings all match and we do the before start checklist. Next we run through a departure briefing, cross checking our charts with the FMC data. At this point we also get the loadsheet. We print out an extra copy and both check the figures all match and that we have not exceeded any weights. We then go to ACARS and sent out a request form for our Takeoff data based on our weight.
ETD -15 We get a reply through ACARS with our takeoff data, and we go to the FMC and fill input our performance figures (weight, climb speed restrictions, takeoff speeds etc). We then do an EFIS check and arm various modes and cross check our displays.
ETD -10 We normally get a minute or two to relax....or at least I do. The Captain has a final check with the engineer, and signs the logbook once again, that the aircraft is fit for flight.
ETD -5 We start chatting to ATC, giving them a 5 minute call, and at this time the traffic staff should be up to tell us that all passengers are on board. We give him/her one of the two loadsheet copies and they leave, closing the aircraft door behind them. We then check in with the engineer on headset who we will speak to for the pushback. We check with him that the cargo doors and main passenger doors are closed and locked and that we are cleared to pressurise hydraulics.
ETD -2 We ask ATC for push back clearance, pressurise the hydraulics, do a Start checklist, release the brakes and off we go.
Obviously, that was a very rough guide. Sometimes it is a lot faster, sometimes we have missing passengers and we go beyond the one hour point as we wait for them. Sometimes there are engineering issues, sometimes ATC delay us etc. For a short route with minimal flight planning, it is quite leisurely. For a long ETOPS flight, where we have to check a few more things, flight planning takes longer.