Narrative:

When the thrust levers were advanced for takeoff; I received a takeoff confign warning and an ECAM indication that the parking brake was on. Obviously; it was not on because the aircraft was rolling normally. I rejected the takeoff but since we were not going very fast and had plenty of runway; I asked the first officer to turn off the autobrakes so they would not activate when I retarded the thrust levers. He misunderstood and turned off the antiskid switch. I assumed that the autobrakes were off but when I retarded the thrust levers the autobrakes activated and since the antiskid was off; I flat spotted all 4 tires. I cleared the runway and had the fire department check the tires before taxiing back to the gate for maintenance. It is not normal procedure to turn off the autobrakes prior to rejecting a takeoff. I decided to do so to make the reject less alarming to the passenger. By modifying the procedure; I ruined 4 tires and created a 3 hour maintenance delay. I should have followed the established procedure. Supplemental information from acn 787224: captain taxied aircraft into takeoff position and hold; and captain set the parking brakes and turned the aircraft over to me. About 30 seconds later; tower cleared us for takeoff and I released the parking brake after captain acknowledged takeoff clearance. Takeoff roll proceeded as normal. But when the thrust levers were set to takeoff power (flex detent); we received a takeoff confign warning light and bells along with a 'confign parking brakes on' message on ECAM. I looked down to confirm that the parking brake handle was indeed in the off position; and it was. The captain assumed the control of the aircraft and commanded/accomplished an abort/rejected takeoff. At about 70-75 KTS; I noticed the aircraft seemed to vibrate some and the captain pointed towards the left of my navigation directional panel and said; 'turn it off; turn it off.' I thought he was experiencing reduced braking; so I turned the antiskid/nosewheel steering switch off so as to get alternate brakes instead of normal brakes which I thought were not working properly. Before clearing the active; I turned the antiskid/nosewheel steering switch back on and he commented that what he wanted turned off was the maximum autobrakes push button. We cleared the runway; had fire trucks check us out and said we had no hot brakes and tires appeared fine. We taxied to parking and discovered we had blown several tires. Captain believes by turning off antiskid/nosewheel steering that may have caused tires to blow. I believe since the tires were not brand new; once we rejected the takeoff; the maximum autobrake system kicked in at 72 KTS and caused the blown tires; which I understand is not uncommon in this aircraft.

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Original NASA ASRS Text

Title: A319 FLT CREW REJECTS TKOF FOR TKOF WARNING. CAPT REQUESTS AUTOBRAKE OFF; FO TURNS OFF ANTISKID/NOSEWHEEL STEERING SWITCH; BLOWING 4 TIRES.

Narrative: WHEN THE THRUST LEVERS WERE ADVANCED FOR TKOF; I RECEIVED A TKOF CONFIGN WARNING AND AN ECAM INDICATION THAT THE PARKING BRAKE WAS ON. OBVIOUSLY; IT WAS NOT ON BECAUSE THE ACFT WAS ROLLING NORMALLY. I REJECTED THE TKOF BUT SINCE WE WERE NOT GOING VERY FAST AND HAD PLENTY OF RWY; I ASKED THE FO TO TURN OFF THE AUTOBRAKES SO THEY WOULD NOT ACTIVATE WHEN I RETARDED THE THRUST LEVERS. HE MISUNDERSTOOD AND TURNED OFF THE ANTISKID SWITCH. I ASSUMED THAT THE AUTOBRAKES WERE OFF BUT WHEN I RETARDED THE THRUST LEVERS THE AUTOBRAKES ACTIVATED AND SINCE THE ANTISKID WAS OFF; I FLAT SPOTTED ALL 4 TIRES. I CLRED THE RWY AND HAD THE FIRE DEPT CHK THE TIRES BEFORE TAXIING BACK TO THE GATE FOR MAINT. IT IS NOT NORMAL PROC TO TURN OFF THE AUTOBRAKES PRIOR TO REJECTING A TKOF. I DECIDED TO DO SO TO MAKE THE REJECT LESS ALARMING TO THE PAX. BY MODIFYING THE PROC; I RUINED 4 TIRES AND CREATED A 3 HR MAINT DELAY. I SHOULD HAVE FOLLOWED THE ESTABLISHED PROC. SUPPLEMENTAL INFO FROM ACN 787224: CAPT TAXIED ACFT INTO TKOF POS AND HOLD; AND CAPT SET THE PARKING BRAKES AND TURNED THE ACFT OVER TO ME. ABOUT 30 SECONDS LATER; TWR CLRED US FOR TKOF AND I RELEASED THE PARKING BRAKE AFTER CAPT ACKNOWLEDGED TKOF CLRNC. TKOF ROLL PROCEEDED AS NORMAL. BUT WHEN THE THRUST LEVERS WERE SET TO TKOF PWR (FLEX DETENT); WE RECEIVED A TKOF CONFIGN WARNING LIGHT AND BELLS ALONG WITH A 'CONFIGN PARKING BRAKES ON' MESSAGE ON ECAM. I LOOKED DOWN TO CONFIRM THAT THE PARKING BRAKE HANDLE WAS INDEED IN THE OFF POS; AND IT WAS. THE CAPT ASSUMED THE CTL OF THE ACFT AND COMMANDED/ACCOMPLISHED AN ABORT/REJECTED TKOF. AT ABOUT 70-75 KTS; I NOTICED THE ACFT SEEMED TO VIBRATE SOME AND THE CAPT POINTED TOWARDS THE L OF MY NAV DIRECTIONAL PANEL AND SAID; 'TURN IT OFF; TURN IT OFF.' I THOUGHT HE WAS EXPERIENCING REDUCED BRAKING; SO I TURNED THE ANTISKID/NOSEWHEEL STEERING SWITCH OFF SO AS TO GET ALTERNATE BRAKES INSTEAD OF NORMAL BRAKES WHICH I THOUGHT WERE NOT WORKING PROPERLY. BEFORE CLRING THE ACTIVE; I TURNED THE ANTISKID/NOSEWHEEL STEERING SWITCH BACK ON AND HE COMMENTED THAT WHAT HE WANTED TURNED OFF WAS THE MAX AUTOBRAKES PUSH BUTTON. WE CLRED THE RWY; HAD FIRE TRUCKS CHK US OUT AND SAID WE HAD NO HOT BRAKES AND TIRES APPEARED FINE. WE TAXIED TO PARKING AND DISCOVERED WE HAD BLOWN SEVERAL TIRES. CAPT BELIEVES BY TURNING OFF ANTISKID/NOSEWHEEL STEERING THAT MAY HAVE CAUSED TIRES TO BLOW. I BELIEVE SINCE THE TIRES WERE NOT BRAND NEW; ONCE WE REJECTED THE TKOF; THE MAX AUTOBRAKE SYS KICKED IN AT 72 KTS AND CAUSED THE BLOWN TIRES; WHICH I UNDERSTAND IS NOT UNCOMMON IN THIS ACFT.

Data retrieved from NASA's ASRS site as of May 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.