A320 flight crew reported a disagreement between airspeed indicators during take-off and rejected take-off at approximately 90 kts. Crew returned to gate for maintenance after airport responders inspected brakes.
Synopsis
A320 flight crew reported a disagreement between airspeed indicators during take-off and rejected take-off at approximately 90 kts. Crew returned to gate for maintenance after airport responders inspected brakes.
Narrative
Upon taxiing to the runway; everything was standard and as expected. It was my First Officer's leg and the ZZZ Tower cleared us for take-off. After we taxied onto the runway and completed the below the line section of the Before Take-off Checklist; I asked my First Officer if he wanted it on the roll. He confirmed that he did and the take-off roll was initiated. I called thrust set and upon reaching 80 kts; I called 80 kts. My First Officer was silent. After about a second or two (at about 90 kts); I quickly glanced at him and realized he looked confused. I then looked at his airspeed indicator and noticed it said 40 kts. I immediately initiated the abort at that exact same moment my First Officer said; 'My airspeed doesn't look right.' The spoilers deployed and MAX auto-brakes engaged. The aircraft was stopped and I told the passengers on the PA to remain seated. We cleared the runway and stopped; and I had my First Officer roll the trucks just in case the hot brakes would've ignited. The ARFF (Airport Rescue and Fire Fighting) vehicle told us that the brakes were hot; but there was no smoke or fire present. I called Dispatch and Maintenance Control to advise them of what happened. Maintenance agreed that we needed to go back to the gate. My First Officer coordinated for a gate with Operations and the ARFF vehicles chose to follow us to Gate X. The aircraft was shutdown; the Parking Checklist was accomplished and a maintenance logbook entry was made. There is nothing that I can think of that I would've done differently.
Second reporter narrative
Normal SOP until take-off power was applied. I applied 50 percent first; released the breaks; and positioned the thrust levers at the climb detent. At the 80 kts call out from the PM (Pilot Monitoring); I looked at my airspeed and hesitated. My airspeed was at 40 kts with a positive trend vector. Due to the hesitation; the PM looked at my PFD to verify. I said; 'this doesn't look right.' At that point the Captain (PM) took control of the aircraft and completed the rejected take-off procedure. I estimate that the procedure was started at about 90 kts. Once the airplane came to a stop; I informed the Tower that we had aborted the take-off roll and that we can taxi off the runway. We did request to have the airplane/ breaks inspected by ARFF (Airport Rescue and Fire Fighting). Our highest break temperature was at 405 [degrees] C. After a few minutes; we returned to the gate. Maintenance performed several tests and concluded that the ADR 2 was faulty. We swapped airplanes and continued to ZZZ with about a 4.5 hour delay.
More incidents for this aircraft family →
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.