A319 flight crew experiences a severe right yaw as thrust is set during the takeoff roll. Captain rejects takeoff at 60 KTS and returns to gate for maintenance.
Synopsis
A319 flight crew experiences a severe right yaw as thrust is set during the takeoff roll. Captain rejects takeoff at 60 KTS and returns to gate for maintenance.
Narrative
This was the first leg of a 1 day trip. All preflight and engine starting activities were normal. Crew conducted a single engine taxi to Runway 22L. Started right engine with adequate warmup time. Was cleared from hold short line to take off; hence a 'rolling takeoff'. Captain taxied aircraft to runway centerline while advancing the thrust to the check position of 1.05 EPR. All engine indications were normal. Captain passed thrust control to myself; followed by complete control of thrust and flight controls. I then proceeded to advance the power and steer the aircraft with rudder inputs. As takeoff thrust began to develop; the aircraft pulled hard to the right while I instinctively added left rudder to compensate. As the power reached takeoff thrust the airplane proceed to want to pull (yaw) yet harder to the right; requiring a very unusual amount of left rudder; yet was still tracking right of the runway centerline. Control inputs were not consistent with the norm - way out of the normal range in terms of rudder deflection. Rudder input reached about 2/3 travel (left input) when I informed the Captain that something was not right. The Captain proceeded to execute an abort. Airplane reached a speed of 60 KTS during the event and was about 15 FT right of the centerline when abort was initiated. There was a light crosswind from the right; but in my 12 years of flying this airplane; I know that the control inputs required for this event were way beyond what would normally be needed for 8 KTS crosswind component. Abort was executed flawlessly; with an immediate right turn off of the runway. We stopped the airplane on a taxiway and the Captain and I discussed what could be the cause; along with maintenance. It was decided that the safest course of action would be to have the mechanics review this situation; engines; steering; tires; brakes (dragging Brake). We taxied to the gate uneventfully; and switched into a new airplane and subsequently departed.
Second reporter narrative
The Captain had not observed any unusual sounds nor felt anything unusual during the start of the takeoff roll. The Captain's eyes were still fixed outside of the cockpit as the yaw momentum began; other than a brief glance inside the cockpit to put his hands on the throttle; so as to guard the throttles; per company SOP. Having not had the chance to scan the engine instruments; the Captain is unable to report if there were any unusual indications. At no time were there any warning lights or audio from the airplanes ECAM system. The yaw to the right was smooth but obvious and fast. I have never felt a yaw that powerful before. In my peripheral vision; I could notice movement from my First Officer's left leg; which gave me the immediate impression he was correcting quickly with rudder and lots of it. Around this time I heard an audible 'grunt' from the First Officer; which now had me concerned that he was becoming overwhelmed. Around this time I announced 'reject' and began the 'rejected takeoff' profile; with the only exception being that I elected not to use reverse thrust due to the low speed. I can only speculate that max speed through this reject was nearly 60 KTS; as the autobraking function had not activated (activate normally in reject above 72 KTS ground speed). I believe the nose of the airplane had reached approximately 15 FT right of centerline at furthest point; and the longitudinal axis of the airplane was perhaps 30-40 degrees right of the runway heading as well. My correction back to the centerline was uneventful and at no time did the airplane leave the hard surface. Positive control of the airplane was achieved instantly when the rejected takeoff procedure was initiated. First Officer immediately made PA to cabin to 'Remain seated' and we coordinated with ATC for a runway exit. Maximum brake temperature was reached on the number 2 brake in the left main gear at a temperature of 365 degrees C. Rudder trim was checked; and observed still reading 0. As our first concern was the possibility that we were overpowered by a strong gust of wind; we asked the Tower Controller to report his observations. The Controller reported that the wind remained steady with no observed gusts. We also communicated to the cabin via interphone to learn their observations. Cabin reported all was normal other than a 'frightening sensation that we were swerving' as felt from the aft jumpseat station. Crew then made a cell phone call to Dispatch with a phone patch to Maintenance (Airframe Maintenance Controller). They verified no previous history with the airplane. The decision was made to return the airplane to the gate to have maintenance further inspect.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.