Narrative:

We single engine taxied out about halfway to the runway and then started the second engine. We were #3 in line for departure when my warm up timer was noticed and shut off. Three minutes later we were cleared onto the runway to line up and wait; which we did. The tower then cleared us for takeoff. I pushed the thrust up to 5% on each engine and all seemed normal. I then pushed the thrust up to the flex takeoff setting. The #2 engine seemed to lag slightly on acceleration causing the aircraft to start a gradual pull right. Then with little notice; the aircraft pulled sharply to the left. We were headed for the grass on the left side of the runway and I felt helpless to stop its turn; so I rejected the takeoff roll and applied heavy manual braking. We stopped at a 45 degree angle to the runway centerline; still on the payment; about 20-30 yard from the roll start. The first officer hearing my reject; notified the tower and noted our speed had reached about 30 knots. We smelled a strong rubber tire odor after the reject. We asked for permission to clear the runway and return to the gate for maintenance. On the taxi back to the gate the brake temperature appeared normal and I did not notice any dragging of brakes either taxiing out or back into the gate. Upon returning to the gate; maintenance removed the tires and inspected the brakes on all wheels. They found one brake puck on the #3 wheel (right side) still engaged and dragging and they found heavy discoloration and high heat on the #2 brake assembly (left side) although no high heat warning was indicated on the ECAM. It would appear that the #2 left brake was either dragging and or locked up (didn't fully release) which caused the aircraft to turn sharply to the left on the initial takeoff roll.

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Original NASA ASRS Text

Title: A321 Captain experiences a hard left turn as takeoff thrust is added. The takeoff is rejected and the aircraft is taxied back to the gate. Maintenance found one brake puck on the #3 wheel (right side) still engaged and dragging and they found heavy discoloration and high heat on the #2 brake assembly (left side).

Narrative: We single engine taxied out about halfway to the runway and then started the second engine. We were #3 in line for departure when my warm up timer was noticed and shut off. Three minutes later we were cleared onto the runway to line up and wait; which we did. The Tower then cleared us for takeoff. I pushed the thrust up to 5% on each engine and all seemed normal. I then pushed the thrust up to the flex takeoff setting. The #2 engine seemed to lag slightly on acceleration causing the aircraft to start a gradual pull right. Then with little notice; the aircraft pulled sharply to the left. We were headed for the grass on the left side of the runway and I felt helpless to stop its turn; so I rejected the takeoff roll and applied heavy manual braking. We stopped at a 45 degree angle to the runway centerline; still on the payment; about 20-30 yard from the roll start. The First Officer hearing my reject; notified the Tower and noted our speed had reached about 30 knots. We smelled a strong rubber tire odor after the reject. We asked for permission to clear the runway and return to the gate for maintenance. On the taxi back to the gate the brake temperature appeared normal and I did not notice any dragging of brakes either taxiing out or back into the gate. Upon returning to the gate; Maintenance removed the tires and inspected the brakes on all wheels. They found one brake puck on the #3 wheel (right side) still engaged and dragging and they found heavy discoloration and high heat on the #2 brake assembly (left side) although no high heat warning was indicated on the ECAM. It would appear that the #2 left brake was either dragging and or locked up (didn't fully release) which caused the aircraft to turn sharply to the left on the initial takeoff roll.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.