Air carrier flight crew reported rejecting a take off due to high winds. Flight taxied back to the gate.
Synopsis
Air carrier flight crew reported rejecting a take off due to high winds. Flight taxied back to the gate.
Narrative
Flight ABCD from ZZZ-ZZZ1 on Day 0. I was the First Officer in a restricted status; due to having less than 100 hours in the A32X. I could not take off or land at ZZZ until the restriction is lifted. This was day three of a three day sequence. Earlier in the day the Captain and I had flown ZZZ2-ZZZ for leg 1 of the day. We had a sit time at ZZZ; and once the inbound aircraft arrived; the boarding; pushback; start and taxi were all normal. ZZZ was landing runway XX with very strong and gusty winds out of the northwest. We experienced the gusty winds on our inbound leg earlier in the day; and it was included in our departure briefing. We discussed tanker fuel and how a TOGA takeoff was required. Winds were strong but within limits.We were number 4 for takeoff upon arriving at the approach end of runway XX. We watched 2 aircraft go around; one of which reported wind shear. A third aircraft checked back on tower frequency after a go around to make a second approach. Three aircraft took off ahead of us without incident. Tower cleared us for takeoff on runway XX from the hold short line after the landing aircraft in sequence ahead of us went around. The captain spooled the engines up to stabilize at 50%; then advanced them to TOGA. All proper callouts were made. The captain was applying effective controls to maintain runway centerline despite the unpredictable wind gusts. Around the time of the 80 knot callout; the aircraft began tracking left of centerline. The captain initiated a rejected takeoff at approximately 90 knots; keeping the aircraft under control and on the prepared surfaces of the airport. We taxied clear at taxiway 1; then taxied further into the hold bay while we coordinated for a gate to allow for a maintenance inspection. Cause: The unpredictable; unusually strong crosswind gusts was the causal factor. We briefed the winds and how to cope with them during the threat portion of the departure briefing. The captain ensured the winds were within limits using the EFB. We monitored ATIS and tower frequencies to gain all possible information on the state of the winds. He was experienced flying out of ZZZ. We could have delayed our departure waiting for conditions to improve.
Second reporter narrative
I was the captain on flight ABCD; ZZZ-ZZZ1; on Day 0. It was the third day of a three-day sequence. My FO and I had previously completed the first leg of the day from ZZZ2-ZZZ. The winds were strong and gusty out of the northwest while ZZZ was landing runway XX. My FO had less than 100 hours; and as such it was my responsibility to conduct each of the takeoffs and landings at ZZZ.After a sit and a delayed inbound; our flight was boarded and we conducted a normal pushback; startup and taxi for runway XX. We were keenly aware of the strong; gusty crosswind from the previous leg and briefed it as a threat. When I reviewed and ultimately signed the release; I had noticed that we were conducting a TOGA takeoff with 2300 pounds of tanker fuel. In the past with strong crosswinds; I have requested that dispatch remove tanker fuel to lower my v speeds during crosswind takeoffs. However; at the time I reviewed the release the winds were out of 330. I felt comfortable with those winds and the flaps 2 v speeds on the release.While at the hold short awaiting takeoff we had a great view of how the wind was affecting landing aircraft. Two of the four aircraft we watched on final conducted go-arounds; and we heard a third aircraft on tower frequency returning from an earlier go-around. One of the go-around aircraft reported windshear. We also watched three aircraft takeoff from runway XX with no issues. We were given takeoff clearance from the hold short after an aircraft on short final conducted a go-around.The CFM engines on Aircraft X spooled smoothly with a brief stabilization at 50% N1. Upon application of TOGA power; the aircraft initially tracked nicely with minimal rudder inputs. As the aircraft accelerated; the aircraft required understandably greater rudder inputs to maintain centerline. As the aircraft approached and passed 80 knots it became apparent that despite significant rudder input; the aircraft was tracking left of centerline; and without intervention; would depart the runway. I elected to reject the takeoff at roughly 90 knots. After the reject we taxied clear of the runway at taxiway 1 and proceeded to the Hold Bay before ultimately returning to the gate for a maintenance inspection.Cause: The strong; gusty crosswind was the primary causal factor. I had reviewed limitations and input the reported winds in the EFB to ensure my crosswind limit was not exceeded; and then listened intently over the tower frequency to ensure the reported winds were not exceeding limits. I have conducted takeoffs and landings on XX at ZZZ in similar conditions for several years. I have never felt such significant control inputs yield such ineffective results; which I attribute to being less effective due to the slower speeds at which they occurred during acceleration. Additionally; after the one go-around aircraft announced that it experienced windshear; I could have delayed takeoff to see if conditions improved.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.