Narrative:

Aircraft had a history of hot brake ECAM indication after takeoff (previous event had been poorly written-up in log book as crew had exceeded gear retract limitations; and maintenance appear to have overlooked brake overheat event). I was watching brake temps closely on taxi-out as a result; and recorded all brakes reading normal at approximately 100C prior to takeoff roll. After takeoff; passing through approximately 12;000 feet; 'brakes hot' ECAM. Brake temps left to right: 335; 120; 125; and 110. Aircraft was pitched up to below 250 KTS and above MEA and gear extended in accordance with ECAM checklist. PA made to passengers and call to all flight attendants about horrendous noise. Brake #1 cooled extraordinarily slowly; it went green passing 19;000 feet - we were climbing at 225 KTS at 1;000 feet/min. Gear retracted at approximately 215 KTS; no limitation exceeded throughout.climbed normally to cruise alt; still with very warm #1 brake indication; contacted maintenance through dispatch. Advised 'probably' just indication problem. Shortly thereafter; further ECAM messages of SDAC1 fail and navigation TCAS fail. After much lengthy discussion with dispatch; decided that there was a possibility of debris in #1 brake unit or binding axle. Decided best option to continue to [destination] and plan to stop on runway after normal landing for quick inspection by aircraft rescue fire fighter (arff). Decided to brief fas for normal landing; and made PA to passenger the airport vehicles would make a routine inspection of gear after landing. (Passengers were already concerned after gear extension on climb out).on approach frequency; offered to declare pan but ATC declared not necessary as little other traffic. First officer flew normal (excellent) configure full landing; stopped on runway; shut down left engine; and had left truck examined and temp recordings taken. Reading not unusual; so taxied to gate with arff following. At gate; #1 brake much hotter than all others.[in my opinion]; this event was avoidable as this was a three-time repeat item of this occurrence. It places the crew in a very undesirable situation of climbing out with the gear extended; IMC; in mountainous terrain. Should an engine fail; an unfamiliar situation could have occurred of having to retract gear at altitude and dealing with poor performance from single-engine.

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Original NASA ASRS Text

Title: A319 pilot reported receiving a hot brake ECAM after takeoff that necessitated climbing with gear extended. Reporter was concerned that this had occurred three times in the past on this aircraft.

Narrative: Aircraft had a history of hot brake ECAM indication after takeoff (previous event had been poorly written-up in log book as crew had exceeded gear retract limitations; and maintenance appear to have overlooked brake overheat event). I was watching brake temps closely on taxi-out as a result; and recorded all brakes reading normal at approximately 100C prior to takeoff roll. After takeoff; passing through approximately 12;000 feet; 'Brakes Hot' ECAM. Brake temps left to right: 335; 120; 125; and 110. Aircraft was pitched up to below 250 KTS and above MEA and gear extended IAW ECAM checklist. PA made to passengers and call to all Flight Attendants about horrendous noise. Brake #1 cooled extraordinarily slowly; it went green passing 19;000 feet - we were climbing at 225 KTS at 1;000 feet/min. Gear retracted at approximately 215 KTS; no limitation exceeded throughout.Climbed normally to cruise alt; still with very warm #1 brake indication; contacted maintenance through dispatch. Advised 'probably' just indication problem. Shortly thereafter; further ECAM messages of SDAC1 FAIL and NAV TCAS FAIL. After much lengthy discussion with dispatch; decided that there was a possibility of debris in #1 brake unit or binding axle. Decided best option to continue to [destination] and plan to stop on runway after normal landing for quick inspection by Aircraft Rescue Fire Fighter (ARFF). Decided to brief FAs for normal landing; and made PA to passenger the airport vehicles would make a routine inspection of gear after landing. (Passengers were already concerned after gear extension on climb out).On approach frequency; offered to declare PAN but ATC declared not necessary as little other traffic. First Officer flew normal (excellent) configure full landing; stopped on runway; shut down left engine; and had left truck examined and temp recordings taken. Reading not unusual; so taxied to gate with ARFF following. At gate; #1 brake much hotter than all others.[In my opinion]; this event was avoidable as this was a THREE-TIME repeat item of this occurrence. It places the crew in a very undesirable situation of climbing out with the gear extended; IMC; in mountainous terrain. Should an engine fail; an unfamiliar situation could have occurred of having to retract gear at altitude and dealing with poor performance from single-engine.

Data retrieved from NASA's ASRS site 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.