Narrative:

During our pushback we realized that the airport confign was changing for runway 8 departures due to windshear. While we taxied out I pulled up runway data for runway 8. Ground asked us if we could depart runway 8 with winds of 310 degrees at 20 KTS gusting to 27 KTS. We ran ACARS performance and it was outside our limits. Ground then instructed us to turn around and taxi. While we taxied we noticed the virga and rain shafts coming from a cell south of runway 25. We had hoped for runway 34's but the wind was not cooperating. We taxied to runway 25 and configured the airplane for a flaps 2 degree takeoff for windshear precautions with toga thrust. While we were #2 for takeoff; tower announced several windshear warnings. A dash 8 departed runway 8 in front of us and then we were cleared into position and hold. As soon as we took the runway and turned to line up we displayed a pws warning alert. The departing dash 8 never reported any windshear on his takeoff roll or climb out. Tower then cleared us for takeoff and we declined the clearance and told him that we had a windshear warning and were waiting for it to stop. As soon as it stopped; ATC gave us another clearance for departure and actually asked us to turn into the cell after takeoff. We accepted the clearance as long as we could maintain runway heading until clear of the virga. As the captain called 80 KTS tower reported a windshear alert of -20 KTS and then his voice had an even higher pitch as he called microburst alert of -25 KTS. At this time we now had icons on the navigation display and the pfd for pws alerts. As soon as he heard the microburst alert; the captain decided to abort the takeoff roll; which was at about 100 KTS. The captain took control of the aircraft and executed the abort per SOP's and deactivated the autobrakes as soon as he could. I notified the tower of our aborted takeoff and then told the passenger to remain seated. The captain slowed the aircraft to a slow taxi and taxied off the runway and stopped without setting the parking brake. Brake temperatures were starting to climb and I pulled out the FM and reviewed rejected takeoff; hot brakes ECAM and rejected takeoff cooling chart in the limits section. The captain then called maintenance as the temperatures were reaching 500 degrees. Maintenance and the captain discussed the limits of the tire temperatures; inspection requirements (600 degrees); abort speed and the use of autobrakes. Brake temperatures peaked at 575 degrees and maintenance said as long as no fuse plugs were blown we did not need an inspection. He entered the write-up into maintenance log for us. The captain then called dispatch and informed them of our abort and discussed our options with destination WX. Once our brake temperatures were below 300 degrees we taxied to runway 34L. As we taxied to runway 34L our brakes proceeded to heat up again and windshear warnings were again reported. Once the brake temperatures were below 300 degrees we departed runway 34L with no future incident.

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Original NASA ASRS Text

Title: AN A320 REJECTED A TKOF AT 100 KTS FOR A PWS WINDSHEAR WARNING AFTER ATC INITIALLY REPORTED NO WINDSHEAR THEN REPORTED A MICROBURST WARNING.

Narrative: DURING OUR PUSHBACK WE REALIZED THAT THE ARPT CONFIGN WAS CHANGING FOR RWY 8 DEPS DUE TO WINDSHEAR. WHILE WE TAXIED OUT I PULLED UP RWY DATA FOR RWY 8. GND ASKED US IF WE COULD DEPART RWY 8 WITH WINDS OF 310 DEGS AT 20 KTS GUSTING TO 27 KTS. WE RAN ACARS PERFORMANCE AND IT WAS OUTSIDE OUR LIMITS. GND THEN INSTRUCTED US TO TURN AROUND AND TAXI. WHILE WE TAXIED WE NOTICED THE VIRGA AND RAIN SHAFTS COMING FROM A CELL S OF RWY 25. WE HAD HOPED FOR RWY 34'S BUT THE WIND WAS NOT COOPERATING. WE TAXIED TO RWY 25 AND CONFIGURED THE AIRPLANE FOR A FLAPS 2 DEG TKOF FOR WINDSHEAR PRECAUTIONS WITH TOGA THRUST. WHILE WE WERE #2 FOR TKOF; TWR ANNOUNCED SEVERAL WINDSHEAR WARNINGS. A DASH 8 DEPARTED RWY 8 IN FRONT OF US AND THEN WE WERE CLRED INTO POS AND HOLD. AS SOON AS WE TOOK THE RWY AND TURNED TO LINE UP WE DISPLAYED A PWS WARNING ALERT. THE DEPARTING DASH 8 NEVER RPTED ANY WINDSHEAR ON HIS TKOF ROLL OR CLBOUT. TWR THEN CLRED US FOR TKOF AND WE DECLINED THE CLRNC AND TOLD HIM THAT WE HAD A WINDSHEAR WARNING AND WERE WAITING FOR IT TO STOP. AS SOON AS IT STOPPED; ATC GAVE US ANOTHER CLRNC FOR DEP AND ACTUALLY ASKED US TO TURN INTO THE CELL AFTER TKOF. WE ACCEPTED THE CLRNC AS LONG AS WE COULD MAINTAIN RWY HDG UNTIL CLR OF THE VIRGA. AS THE CAPT CALLED 80 KTS TWR RPTED A WINDSHEAR ALERT OF -20 KTS AND THEN HIS VOICE HAD AN EVEN HIGHER PITCH AS HE CALLED MICROBURST ALERT OF -25 KTS. AT THIS TIME WE NOW HAD ICONS ON THE NAV DISPLAY AND THE PFD FOR PWS ALERTS. AS SOON AS HE HEARD THE MICROBURST ALERT; THE CAPT DECIDED TO ABORT THE TKOF ROLL; WHICH WAS AT ABOUT 100 KTS. THE CAPT TOOK CTL OF THE ACFT AND EXECUTED THE ABORT PER SOP'S AND DEACTIVATED THE AUTOBRAKES AS SOON AS HE COULD. I NOTIFIED THE TWR OF OUR ABORTED TKOF AND THEN TOLD THE PAX TO REMAIN SEATED. THE CAPT SLOWED THE ACFT TO A SLOW TAXI AND TAXIED OFF THE RWY AND STOPPED WITHOUT SETTING THE PARKING BRAKE. BRAKE TEMPS WERE STARTING TO CLB AND I PULLED OUT THE FM AND REVIEWED REJECTED TKOF; HOT BRAKES ECAM AND REJECTED TKOF COOLING CHART IN THE LIMITS SECTION. THE CAPT THEN CALLED MAINT AS THE TEMPS WERE REACHING 500 DEGS. MAINT AND THE CAPT DISCUSSED THE LIMITS OF THE TIRE TEMPS; INSPECTION REQUIREMENTS (600 DEGS); ABORT SPD AND THE USE OF AUTOBRAKES. BRAKE TEMPS PEAKED AT 575 DEGS AND MAINT SAID AS LONG AS NO FUSE PLUGS WERE BLOWN WE DID NOT NEED AN INSPECTION. HE ENTERED THE WRITE-UP INTO MAINT LOG FOR US. THE CAPT THEN CALLED DISPATCH AND INFORMED THEM OF OUR ABORT AND DISCUSSED OUR OPTIONS WITH DEST WX. ONCE OUR BRAKE TEMPS WERE BELOW 300 DEGS WE TAXIED TO RWY 34L. AS WE TAXIED TO RWY 34L OUR BRAKES PROCEEDED TO HEAT UP AGAIN AND WINDSHEAR WARNINGS WERE AGAIN RPTED. ONCE THE BRAKE TEMPS WERE BELOW 300 DEGS WE DEPARTED RWY 34L WITH NO FUTURE INCIDENT.

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.