Narrative:

We were conducting a day turn. Flight inbound to ZZZZ was normal. I was the pilot flying on the outbound leg. We set up and briefed for a config 1 flex takeoff from runaway xx in ZZZZ. During takeoff roll; I selected thrust levers to flex and upon confirming FMA realized my thrust display was blank. I advised my first officer and told him that I was selecting toga. I selected thrust levers to toga and confirmed my FMA and noted the thrust field was still blank and I also noted that the a/thr arm display (white) was missing. My FMA did display srs; nav & 1fd2. Since I was uncertain if any other systems may have dropped off and there was more than enough runway remaining to stop the aircraft safely; I elected to discontinue the takeoff. I called reject at approximately 90 kts which was well below the V1 of 141 kts. I selected thrust levers to full reverse and immediately felt and heard the left main landing gear tire/tires skid. I also sensed the aircraft pulling to the left at the same time. The right landing gear and right abs functioned normally. I used the brake pedals to disconnect auto-brake; return the aircraft to center line and manually bring the aircraft to a stop. We returned back to the ramp.prior to parking and shut down; my first officer and I quickly reviewed the aircraft and system status and checked for any ecams. We also reviewed the mcdu setup to see if we may have overlooked something. We found no discrepancies. All systems showed normal with no messages or lights. The OAT was approximately 34C and the ECAM wheel page showed maximum brake temperatures on the left side was well above 300C (~650C at no. 2 wheel) barring a second takeoff attempt. Furthermore; I was reluctant to proceed any further without a deeper system check. We parked and shutdown both engines. We asked for fire trucks as a precaution as our ground personnel reported some fumes/smoke emanating from the left truck and we also requested fans to cool the brakes. We briefed our flight attendant's and made a PA announcement to our passengers then contacted zzzzz operations and maintenance. I then contacted our [fleet manager] and advised him of the details of our high speed reject and requested any support he might be able to provide. After discussing the malfunction; it was suspected that the source of the problem may have been the a/thr (autothrust) system. We advised maintenance that if it was necessary; we were okay with continuing the flight with a deferred a/thr system.ZZZZ tech ops with support from [additional maintenance team]; performed maintenance for the next 4+ hours necessitating exercising the tarmac delay program for our passengers. When the aircraft was finally cleared for flight; I asked maintenance if they had any insight for the malfunction but they couldn't provide any clear answers; except that the system diagnostic showed all systems passed. The only issue they uncovered was that the FAC1 had dropped offline. I discussed my concerns with our [flight manager] who had been following our progress. I told him that I was uncomfortable with attempting another takeoff at night in mountainous region without first performing a functional check of the a/thr system which was suspect. He agreed that this was the best way to assure that the issue has been resolved. After some discussion; we were finally approved by maintenance for a test run on the runway with no passengers. We setup the aircraft for departure on the runway and conducted a successful functional check. Unfortunately; by this time we were out of fdp time. It had been a very long day and my crew and I were exhausted therefore we elected not to extend our duty period requiring an unscheduled overnight stay in ZZZZ.this was definitely a challenging event for my entire crew. I am extremely proud of the way they handled this incident. They were kind; compassionate and professional in taking great care of our passengers. There efforts were readily apparent to me from the numerous positive comments I personally received from everyone. I am also immensely grateful to our [flight management] team for their invaluable technical help and for supporting me to focus on 'ready safe go'. My thanks also to our critical incident team for following up on our well-being.

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Original NASA ASRS Text

Title: Air carrier Captain reported that the autothrust system did not properly engage; resulting in a rejected takeoff.

Narrative: We were conducting a day turn. Flight inbound to ZZZZ was normal. I was the pilot flying on the outbound leg. We set up and briefed for a Config 1 FLEX takeoff from Runaway XX in ZZZZ. During takeoff roll; I selected thrust levers to FLEX and upon confirming FMA realized my thrust display was blank. I advised my First Officer and told him that I was selecting TOGA. I selected thrust levers to TOGA and confirmed my FMA and noted the thrust field was still blank and I also noted that the A/THR arm display (white) was missing. My FMA did display SRS; Nav & 1FD2. Since I was uncertain if any other systems may have dropped off and there was more than enough runway remaining to stop the aircraft safely; I elected to discontinue the takeoff. I called reject at approximately 90 kts which was well below the V1 of 141 kts. I selected thrust levers to full reverse and immediately felt and heard the left main landing gear tire/tires skid. I also sensed the aircraft pulling to the left at the same time. The right landing gear and right ABS functioned normally. I used the brake pedals to disconnect auto-brake; return the aircraft to center line and manually bring the aircraft to a stop. We returned back to the ramp.Prior to parking and shut down; my First Officer and I quickly reviewed the aircraft and system status and checked for any ECAMs. We also reviewed the MCDU setup to see if we may have overlooked something. We found no discrepancies. All systems showed normal with no messages or lights. The OAT was approximately 34C and the ECAM Wheel page showed MAX brake temperatures on the left side was well above 300C (~650C at No. 2 wheel) barring a second takeoff attempt. Furthermore; I was reluctant to proceed any further without a deeper system check. We parked and shutdown both engines. We asked for fire trucks as a precaution as our ground personnel reported some fumes/smoke emanating from the left truck and we also requested fans to cool the brakes. We briefed our FA's and made a PA announcement to our passengers then contacted ZZZZZ OPS and maintenance. I then contacted our [fleet manager] and advised him of the details of our high speed reject and requested any support he might be able to provide. After discussing the malfunction; it was suspected that the source of the problem may have been the A/THR (Autothrust) system. We advised maintenance that if it was necessary; we were okay with continuing the flight with a deferred A/THR system.ZZZZ Tech Ops with support from [additional maintenance team]; performed maintenance for the next 4+ hours necessitating exercising the tarmac delay program for our passengers. When the aircraft was finally cleared for flight; I asked maintenance if they had any insight for the malfunction but they couldn't provide any clear answers; except that the system diagnostic showed all systems passed. The only issue they uncovered was that the FAC1 had dropped offline. I discussed my concerns with our [flight manager] who had been following our progress. I told him that I was uncomfortable with attempting another takeoff at night in mountainous region without first performing a functional check of the A/THR system which was suspect. He agreed that this was the best way to assure that the issue has been resolved. After some discussion; we were finally approved by Maintenance for a test run on the runway with no passengers. We setup the aircraft for departure on the runway and conducted a successful functional check. Unfortunately; by this time we were out of FDP time. It had been a very long day and my crew and I were exhausted therefore we elected not to extend our duty period requiring an unscheduled overnight stay in ZZZZ.This was definitely a challenging event for my entire crew. I am extremely proud of the way they handled this incident. They were kind; compassionate and professional in taking great care of our passengers. There efforts were readily apparent to me from the numerous positive comments I personally received from everyone. I am also immensely grateful to our [flight management] team for their invaluable technical help and for supporting me to focus on 'ready safe go'. My thanks also to our Critical Incident team for following up on our well-being.

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.