Narrative:

This report is to document a low speed rejected takeoff. We taxied out from the gate and started both engines. During start we had an ECAM (electronic centralized aircraft monitor) that said automatic flight yaw damper 1 fault. We referenced checklist and contacted [maintenance]. We shut down both engines; reset two circuit breakers and then restarted both engines to clear the fault. [Maintenance] sent us a new [maintenance release] and we continued taxi. The weather was VMC with light winds. Tower then cleared us for takeoff. I was the pilot flying. I taxied onto the runway and lined up for takeoff. I pushed the power up to about 1.05 EPR on both engines checked the indications and pushed the power up to flex thrust. I called out 'check thrust'. About that time the aircraft yawed to the right and the first officer called out 'engine failure'. I rejected the takeoff. We were at about 30 to 40 knots for a low speed reject (auto brakes did not engage). I went to idle and reverse for the reject. I straightened out the aircraft with rudder to bring it back to centerline and returned the thrust levers to idle. The first officer called the tower about the reject and told the passengers to 'remain seated'. I slowly taxied the aircraft down the runway to analyze the malfunction. The first officer stated he saw an engine 2 stall ECAM. We also saw an engine 2 ovrspd prot fault ECAM. I decided have the first officer run the rejected takeoff qrc. We cleared the runway; stopped; and set the parking brake. The first officer referenced the checklist and we shut down the number 2 engine. Tower asked if we required assistance. I said that as a precaution that I would like the fire department to look over the aircraft for any possible damage or turbine/compressor blades that may have created a FOD (foreign object debris) issue. The fire department said that there was no damage to the aircraft. The brake temperatures maxed out at about 150C (normal) and there were no passenger issues in the back. I decided that we did not need to declare an emergency in this case. I contacted dispatch and [maintenance] to discuss our situation. We decided to return to the gate normally. The gate return was uneventful.

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Original NASA ASRS Text

Title: A320 Captain reported rejecting the takeoff when the #2 engine failed early in the roll.

Narrative: This report is to document a low speed rejected takeoff. We taxied out from the gate and started both engines. During start we had an ECAM (Electronic Centralized Aircraft Monitor) that said AUTO FLT YAW DAMPER 1 FAULT. We referenced checklist and contacted [Maintenance]. We shut down both engines; reset two circuit breakers and then restarted both engines to clear the fault. [Maintenance] sent us a new [Maintenance Release] and we continued taxi. The weather was VMC with light winds. Tower then cleared us for takeoff. I was the pilot flying. I taxied onto the runway and lined up for takeoff. I pushed the power up to about 1.05 EPR on both engines checked the indications and pushed the power up to flex thrust. I called out 'check thrust'. About that time the aircraft yawed to the right and the First Officer called out 'engine failure'. I rejected the takeoff. We were at about 30 to 40 knots for a low speed reject (auto brakes did not engage). I went to idle and reverse for the reject. I straightened out the aircraft with rudder to bring it back to centerline and returned the thrust levers to idle. The First Officer called the Tower about the reject and told the passengers to 'remain seated'. I slowly taxied the aircraft down the runway to analyze the malfunction. The First Officer stated he saw an ENG 2 STALL ECAM. We also saw an ENG 2 OVRSPD PROT FAULT ECAM. I decided have the First Officer run the REJECTED TAKEOFF QRC. We cleared the runway; stopped; and set the parking brake. The First Officer referenced the checklist and we shut down the number 2 engine. Tower asked if we required assistance. I said that as a precaution that I would like the fire department to look over the aircraft for any possible damage or turbine/compressor blades that may have created a FOD (Foreign Object Debris) issue. The fire department said that there was no damage to the aircraft. The brake temperatures maxed out at about 150C (normal) and there were no passenger issues in the back. I decided that we did not need to declare an emergency in this case. I contacted Dispatch and [Maintenance] to discuss our situation. We decided to return to the gate normally. The gate return was uneventful.

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.