Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Galley Furnishing
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Time Pressure; Human-Machine Interface; Confusion; Distraction; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Other / Unknown; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Aircraft Equipment Problem Dissipated; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I reported for a 3 day trip with the first day just being one evening flight to ZZZ1. The Captain was already there; we said hello; [and] I did my walk around then started my preflight duties. As we were boarding; we were having the standard (where are you from) conversation. Captain told me he lives out of base and is relatively new to ZZZ. He then said he was actually thinking about changing bases soon because he can't take the attitudes of ZZZ First Officer's. Personally; I have been a ZZZ First Officer for 5 years and have never heard of a problem. Being concerned; I asked what's been going on. He never really gave me an example; but he basically said that these First Officers have a problem with challenging the Captain. Then he said that he is sure that we won't have that issue on this trip because I don't seem like that type of guy. Then he continued and told me that if I do want to play the game of who knows more; that he promises that it won't end well for me. I assured him that I don't play those games and I only speak up if it's a safety issue or I feel it necessary. And that was about the extent of my briefing from the Captain. I thought it was odd that at this day and age; my briefing was basically 'don't challenge the Captain'. I then told him that he can't hurt my feelings and to please speak up if he sees me making a mistake.At this time; Maintenance comes into the flight deck to tell us a tire that was questionable was well within their limits and that we were good to go. Maintenance questioned what guidance we had and we explained our guidance is much different than theirs; usually more conservative. I gave the mechanic the example of the hydraulic fluid quantities and their 'normal fill' range. The book states if it is at all outside of those limits; even for thermal expansion; that we are required to call Maintenance. The Captain then spoke up and said that wasn't true as they've added a note saying that as long as we don't have any ECAMs that we don't have to call Maintenance. I was surprised he said that and asked when it changed. He said it changed a long time ago; probably 6 months ago. I said that I must have missed the change and we moved on. During the taxi; we had a crosswind that was technically a 1 knot tailwind. I said ok no problem; TOGA take off and I'll go to the TPS and work the number. Captain told me not to use the TPS but to just request a new TPS using 'request T.O. Data' and put the tailwind in there. I said that doesn't work. You can compute the tailwind penalty manually or call and have a new TPS sent with the tailwind penalty added. He said 'oh really; well you're the only First Officer that seems to think that'. He then continued and told me that about 30 of his last First Officer's requested a new TPS with the tailwind. I said that I found that odd because they make it every clear in training that you cannot do this. I asked if I could just do this manually for now and we could talk about the tailwind and the TPS during our flight to ZZZ1. He agreed. As I was heads down doing the penalty; the Captain was swerving down the taxiway because he was also heads down doing the same thing. I said I'll take care of this so you can taxi. He said no it's ok; I'm good at taxiing. So a short time later; I said ok we have a TOGA take off and our penalty is 970 LBS. off MTOW. He said; not its 1;050 [LBS]. I said ok maybe I looked at it wrong. I looked again and it was in fact 970 lbs. He looked again and agreed as he saw his mistake. We were legal to take off. Once we were on our way and not busy with ZZZ; I looked up the note about the normal fill for the hydraulics. I read the note and it still says we are required to call Maintenance. I showed the Captain. He read it and was surprised that it said what it said and that he must have missed the last sentence. We moved on and I said let's look at the TPS. I said that; like the hydraulic issue; I'm looking this up for my own personal knowledge. Things change all the time and who knows; maybe [Company] pushed the button that allows us to grab a new TPS with a tailwind. So I said I'll request a new TPS with a 10 kt tailwind and see what it says. He said; we are in flight; you can't request a new TPS because we are in flight. I said sure you can and pushed the button and spit it out. I showed him the new TPS with a 10 kt tailwind compared to our original TPS and both were identical. The Captain was in the TPS flow chart in the QRH and was in disbelief that it didn't say that you could request a new TPS with a tailwind. He then said 'damn it if I'm going to lose a beer over this'. At this point; I stopped him and said the he wasn't going to lose a beer because we aren't playing a game of who knows what. There have been a ton of changes and if something as important as when to call Maintenance or how to know if we're legal for takeoff; I want to know. That was it. At this point I realized that tension was building. The Captain was irritated that I was challenging him. I decided at this point that I wasn't going to speak up unless I absolutely had to. Now one thing I didn't mention was that the Captain briefed the flight attendants to stay seated for 1 hr and 30 minutes after takeoff as a precaution because of what was left of the hurricane. We were routed around to the north of it but he still kept them down. I thought that was excessive. The ride was smooth. I didn't say anything. Nor did I say a thing when we had to deviate around cells. He would do an all call and tell everyone to take their seats. We were deviating a long way around these cells and I had absolutely no doubt that it would be a smooth ride. We even had reports from other aircraft that the ride was smooth. The other thing I felt was odd; was that less than one minute after he called the flight attendants; he was surprised that they were still dealing with their carts and not already in their seats. I honestly don't think he has any idea what the flight attendants have to do to clean up and sit down. The flight from ZZZ to ZZZ1 was mostly smooth. We have specific guidance in regards to the ride quality when it comes to flight attendants and passengers.Either way we had an uneventful flight to ZZZ1 and we had good conversation. The next morning we were getting ready for our leg back to ZZZ. We were ready for departure but I believe we had to wait for traffic behind us. The Captain put the delay for pay purposes into ACARS. I was just making small talk and said I heard there was a potentially easier way of doing it that might save him time. This set him off. The Captain kept saying; almost yelling 'it's amazing when you upgrade everyone tries to prove you wrong. Just you wait; it's amazing. Everyone just tries to prove you wrong.' This little rant went on for an uncomfortable amount of time. I finally stopped him and said that is absolutely not what I'm trying to do and that I'm sorry that I somehow came off that way. I said that there have been so many big changes that it's very difficult to keep up and so easy to miss. I told him how just last month I was told that I was doing a checklist incorrectly. We looked it up and sure enough they were correct. I told him there were no hard feelings and I was glad it was brought to my attention. That was the end of that conversation.  I want to be clear the reason I wrote such detail about the events leading up to the diversion is because I think it's important and can better understand how we ended up in ZZZ2. It's my leg to ZZZ from ZZZ1. We are in a full 320. We have been airborne for less than 20 minutes. The Captain is eating his kung pow kitty as the Flight Attendant calls. She said she turned the oven on and about 1 minute later smoke started coming out. Captain asked if she turned it off and she said she did. He instructed her not to open the oven and that we are diverting. He hangs up with her; looks at me and said smoke in the cabin; we're going down now! Before I could say a word he grabs the mic and [advises ATC] and said we needed to get on the ground immediately. He then dons his O2 mask even though there wasn't even a hint of smoke or even a smell in the flight deck. Because his was on; I grabbed mine. After about 2 minutes; the Captain realized he couldn't communicate very well and he takes it off; as do I. Now I can't remember if we knew on initial contact that the oven was no longer smoking or if it was just a few minutes later. Either way; the Captain and I knew that there were dinner rolls in the oven; it started smoking 1 minute after she turned it on and that it stopped smoking as soon as she turned the oven off.I could not believe we were diverting....for toast. The Captain was busy running the smoke in the cabin checklist and I was flying the plane and talking to ATC. I strongly considered talking to the Captain and asking if we should possibly reconsider the diversion since it doesn't seem to be a safety of flight issue. Considering the way he has responded to any type of questioning; and the fact that he was currently deep in the yellow and headed for the red; if I questioned his judgement; it would have put him through the roof and that would have been very unsafe in any phase of flight; especially a diversion. I decided the safest course was to just go along with his diversion and not question him. During the diversion; he must have fired off a text to Dispatch saying we needed to divert. I don't know what his message said. Initially I suggested we turn back towards ZZZ1. So we did. I then realized we were far too heavy for the short runway. I pulled up ZZZ3 and it was too far for the Captain. At this time Dispatch responds and said to divert to ZZZ2. I plug it in and it was 40 miles to the East. I said Dispatch said to go to ZZZ2. He said that's where he wants to go also. I told ATC and we started to head that way. I slowed the plane down to give us time; changed destination and set up for the ILS. I did the landing distance for our weight and it said around 8;000 feet; we had 13;200 feet. I briefed the Captain and told him I was doing flaps full with manual auto brakes. Since we had such a long runway I was going to stay off the brakes until under 100 kts to keep them from getting too hot. I told him I already spoke with ATC and said we'd either make a right turn off or back taxi. He cut me off and said we were going to be stopping on the runway and having the trucks look us over with their equipment and look for any hot spots and to also check our brake temps. I had a nice touchdown and used the brakes as I briefed. We came to a stop and watched the trucks surround us. As we sit there we put the brake fans on; the temps never got over 220. Minutes go by and I said I'll use this time to call Tower and ask exactly where we are parking. I got snapped at by the Captain once again. He said I needed to calm down and to stop interfering with their emergency procedures. A short time later; Tower called us asking if we were ready to taxi yet. Captain responded that after the fire trucks have looked us over and checked our brake temps that we'd then be able to taxi. Tower said he were completely fine. Again; our brake temps were never above 220. Captain tells Tower we are ready to taxi and we do. There were ramp personnel waiting for us and they parked us on the ramp just before where they park the RJ's so we don't block them. Air stairs are brought to our plane and the fire fighters confirm there is no fire and they leave. At this point we haven't deplaned. Captain looked to me and said he said he was done flying and that it would be unsafe for us to continue due to the nature of the high stress emergency. I said that I think we should consider just getting fuel and continuing. Of course we needed an overweight inspection. He said we were done. So now we needed to get the passengers to the terminal. The Captain deemed it unsa




Synopsis: A320 First Officer reported less than optimal CRM combined with smoke in the cabin caused by dinner rolls in the oven; which ultimately led to a diversion.