Narrative:

Day 3 of a 4 day trip. Second leg and this was the same plane we flew in. I was the PF on this leg. Engine start and taxi out were normal except that when reading the before takeoff checklist it was discovered that the aircraft was in toga thrust even though we had put in a reduced thrust temperature of 37 degrees C. A quick look at the outside temperature showed 38 degrees C; so the captain removed the reduced temperature and a toga thrust takeoff was agreed to. Takeoff was to be on runway 8 with winds out of the northeast at 8-10 KTS and LLWS advisories in effect. As we took the runway we were cleared for takeoff and assigned a heading (095 degrees); after I read back the takeoff clearance and heading the captain gave me the aircraft. As we began the takeoff roll; the aircraft was 2-3 ft right of centerline. I put in a small amount of left rudder and the aircraft began tracking straight down the runway; but still 2-3 ft right of centerline. As we approached V1 the aircraft began to veer slightly to the right and I fed in more left rudder. As I did so; the aircraft swerved to the right severely. At that time the captain input full left rudder and the aircraft swerved left. I immediately removed my feet from the rudder pedals. At that point my feeling was that the aircraft was not under control; and I felt it was in danger of leaving the runway. I made the decision to abort. After I brought the throttles back to idle and put them in reverse thrust; the captain then took control of the airplane and completed the abort. I immediately advised tower that we were aborting and asked them to roll the equipment. The captain was able to regain control of the aircraft and as we slowed to taxi speed the captain asked me to make a PA announcement for everyone to remain seated and I did so. We exited the runway at the end without coming to a complete stop and continued taxiing back to the gate in order to keep air flowing over the brakes. I attempted to contact operations but was unable to raise anyone. I then contacted ramp control and asked them to relay to operations that we were returning to the gate. Maximum brake temperature was about 670 degrees C on the left side. After parking at the gate; the wheels were chocked and fans put on the brakes. At the time of the abort I had no idea what was happening to the aircraft. All I knew was that it was not responding to my inputs. Although the captain had taken control of the rudder pedals I still wasn't sure if he was able to control the aircraft. It was for that reason that I felt an abort was the safest option. Callback conversation with reporter revealed the following information: the reporter stated that maintenance found nothing wrong with the aircraft. His air carrier is now treating this as a windshear event and examining the WX reports from the airport at the time of the event.

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Original NASA ASRS Text

Title: AN A320 FO RPTS THAT AT A HIGH SPD HE REJECTED THE TKOF WHEN HE FELT THE ACFT WAS YAWING UNCTLABLY.

Narrative: DAY 3 OF A 4 DAY TRIP. SECOND LEG AND THIS WAS THE SAME PLANE WE FLEW IN. I WAS THE PF ON THIS LEG. ENG START AND TAXI OUT WERE NORMAL EXCEPT THAT WHEN READING THE BEFORE TKOF CHKLIST IT WAS DISCOVERED THAT THE ACFT WAS IN TOGA THRUST EVEN THOUGH WE HAD PUT IN A REDUCED THRUST TEMP OF 37 DEGS C. A QUICK LOOK AT THE OUTSIDE TEMP SHOWED 38 DEGS C; SO THE CAPT REMOVED THE REDUCED TEMP AND A TOGA THRUST TKOF WAS AGREED TO. TKOF WAS TO BE ON RWY 8 WITH WINDS OUT OF THE NE AT 8-10 KTS AND LLWS ADVISORIES IN EFFECT. AS WE TOOK THE RWY WE WERE CLRED FOR TKOF AND ASSIGNED A HDG (095 DEGS); AFTER I READ BACK THE TKOF CLRNC AND HDG THE CAPT GAVE ME THE ACFT. AS WE BEGAN THE TKOF ROLL; THE ACFT WAS 2-3 FT R OF CTRLINE. I PUT IN A SMALL AMOUNT OF L RUDDER AND THE ACFT BEGAN TRACKING STRAIGHT DOWN THE RWY; BUT STILL 2-3 FT R OF CTRLINE. AS WE APCHED V1 THE ACFT BEGAN TO VEER SLIGHTLY TO THE R AND I FED IN MORE L RUDDER. AS I DID SO; THE ACFT SWERVED TO THE R SEVERELY. AT THAT TIME THE CAPT INPUT FULL L RUDDER AND THE ACFT SWERVED L. I IMMEDIATELY REMOVED MY FEET FROM THE RUDDER PEDALS. AT THAT POINT MY FEELING WAS THAT THE ACFT WAS NOT UNDER CTL; AND I FELT IT WAS IN DANGER OF LEAVING THE RWY. I MADE THE DECISION TO ABORT. AFTER I BROUGHT THE THROTTLES BACK TO IDLE AND PUT THEM IN REVERSE THRUST; THE CAPT THEN TOOK CTL OF THE AIRPLANE AND COMPLETED THE ABORT. I IMMEDIATELY ADVISED TWR THAT WE WERE ABORTING AND ASKED THEM TO ROLL THE EQUIP. THE CAPT WAS ABLE TO REGAIN CTL OF THE ACFT AND AS WE SLOWED TO TAXI SPD THE CAPT ASKED ME TO MAKE A PA ANNOUNCEMENT FOR EVERYONE TO REMAIN SEATED AND I DID SO. WE EXITED THE RWY AT THE END WITHOUT COMING TO A COMPLETE STOP AND CONTINUED TAXIING BACK TO THE GATE IN ORDER TO KEEP AIR FLOWING OVER THE BRAKES. I ATTEMPTED TO CONTACT OPS BUT WAS UNABLE TO RAISE ANYONE. I THEN CONTACTED RAMP CTL AND ASKED THEM TO RELAY TO OPS THAT WE WERE RETURNING TO THE GATE. MAX BRAKE TEMP WAS ABOUT 670 DEGS C ON THE L SIDE. AFTER PARKING AT THE GATE; THE WHEELS WERE CHOCKED AND FANS PUT ON THE BRAKES. AT THE TIME OF THE ABORT I HAD NO IDEA WHAT WAS HAPPENING TO THE ACFT. ALL I KNEW WAS THAT IT WAS NOT RESPONDING TO MY INPUTS. ALTHOUGH THE CAPT HAD TAKEN CTL OF THE RUDDER PEDALS I STILL WASN'T SURE IF HE WAS ABLE TO CTL THE ACFT. IT WAS FOR THAT REASON THAT I FELT AN ABORT WAS THE SAFEST OPTION. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THAT MAINT FOUND NOTHING WRONG WITH THE ACFT. HIS ACR IS NOW TREATING THIS AS A WINDSHEAR EVENT AND EXAMINING THE WX RPTS FROM THE ARPT AT THE TIME OF THE EVENT.

Data retrieved from NASA's ASRS site as of January 2009 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.