Narrative:

Aircraft weight approximately 159000 pounds. I was the PF so upon receiving tower clearance for takeoff; I advanced the throttles to 'flex/mct' and commenced our takeoff roll. Around 80 KTS the ECAM chimed and 'vent-skin valve fault' displayed on the lower ECAM screen. After a very brief pause to assess the malfunction; the captain announced 'we're aborting.' I noted the speed initially at 80 KTS and accelerating to 90 KTS as the captain took the controls and retarded the throttles to flight idle. The autobrakes engaged and brought the airplane to a stop on the runway centerline. The deceleration was very; very smooth and my primary indication that we were still on the autobrakes was the 'deceleration' light illumination. I notified tower of our abort and then made a 'remain seated; remain seated' PA announcement. The habit patterns from the simulator really paid off here as from my perspective this was a very mild abort with very little deceleration forces. However; the flight attendants were poised to evacuate/evacuation and hearing the PA brought them into the loop. Once the aircraft was stopped we disengaged the autobrakes; exited the runway to assess our situation. All the brakes were hot with #3 wheel reaching a peak of 625 degrees C. We discussed the ECAM and the brake situation with maintenance and reviewed the limits section of our flight manual. We noted that the flight manual requires maintenance action when autobrakes are used to reject a takeoff. At that point we taxied back to the gate where the ground crew informed us that the #3 tire had deflated. I was surprised since nothing was abnormal during the taxi and the abort speed was relatively slow; well below the rejected takeoff cooling timetable charted speeds which start at 110 KTS. The aircraft was turned over to maintenance and the entire crew moved to another aircraft.

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Original NASA ASRS Text

Title: A320 FLT CREW RECEIVES 'VENT-SKIN VALVE FAULT' ECAM AT 80 KNOTS DURING TKOF AND REJECTS. DURING RETURN TO GATE NUMBER 3 MAIN TIRE DEFLATES.

Narrative: ACFT WT APPROX 159000 LBS. I WAS THE PF SO UPON RECEIVING TWR CLRNC FOR TKOF; I ADVANCED THE THROTTLES TO 'FLEX/MCT' AND COMMENCED OUR TKOF ROLL. AROUND 80 KTS THE ECAM CHIMED AND 'VENT-SKIN VALVE FAULT' DISPLAYED ON THE LOWER ECAM SCREEN. AFTER A VERY BRIEF PAUSE TO ASSESS THE MALFUNCTION; THE CAPT ANNOUNCED 'WE'RE ABORTING.' I NOTED THE SPD INITIALLY AT 80 KTS AND ACCELERATING TO 90 KTS AS THE CAPT TOOK THE CTLS AND RETARDED THE THROTTLES TO FLT IDLE. THE AUTOBRAKES ENGAGED AND BROUGHT THE AIRPLANE TO A STOP ON THE RWY CTRLINE. THE DECELERATION WAS VERY; VERY SMOOTH AND MY PRIMARY INDICATION THAT WE WERE STILL ON THE AUTOBRAKES WAS THE 'DECELERATION' LIGHT ILLUMINATION. I NOTIFIED TWR OF OUR ABORT AND THEN MADE A 'REMAIN SEATED; REMAIN SEATED' PA ANNOUNCEMENT. THE HABIT PATTERNS FROM THE SIMULATOR REALLY PAID OFF HERE AS FROM MY PERSPECTIVE THIS WAS A VERY MILD ABORT WITH VERY LITTLE DECELERATION FORCES. HOWEVER; THE FLT ATTENDANTS WERE POISED TO EVAC AND HEARING THE PA BROUGHT THEM INTO THE LOOP. ONCE THE ACFT WAS STOPPED WE DISENGAGED THE AUTOBRAKES; EXITED THE RWY TO ASSESS OUR SITUATION. ALL THE BRAKES WERE HOT WITH #3 WHEEL REACHING A PEAK OF 625 DEGS C. WE DISCUSSED THE ECAM AND THE BRAKE SITUATION WITH MAINT AND REVIEWED THE LIMITS SECTION OF OUR FLT MANUAL. WE NOTED THAT THE FLT MANUAL REQUIRES MAINT ACTION WHEN AUTOBRAKES ARE USED TO REJECT A TKOF. AT THAT POINT WE TAXIED BACK TO THE GATE WHERE THE GND CREW INFORMED US THAT THE #3 TIRE HAD DEFLATED. I WAS SURPRISED SINCE NOTHING WAS ABNORMAL DURING THE TAXI AND THE ABORT SPD WAS RELATIVELY SLOW; WELL BELOW THE REJECTED TKOF COOLING TIMETABLE CHARTED SPDS WHICH START AT 110 KTS. THE ACFT WAS TURNED OVER TO MAINT AND THE ENTIRE CREW MOVED TO ANOTHER ACFT.

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.