Narrative:

[I] aborted takeoff at approx 40 KTS due to an ECAM caution. We cleared the runway and discovered that the yellow hydraulic fluid was well below normal range. Taxied back to the gate; serviced yellow system; checked for leaks; and continued to our destination.the flight we had just flown in with the same aircraft was a start of day departure. Maintenance was rushing to complete the required scheduled maintenance [for that departure]. A maintenance supervisor showed up 10 minutes prior to departure and watched over the mechanics shoulder obviously concerned about the on-time departure. Maintenance had done some work with the yellow hydraulic system and needed to pressurize the system. A low air pres ECAM was present. They increased the APU output and got the message to clear. The yellow system appeared to be over-serviced and some of the fluid was drained to get within limits. The blue and green systems were also topped off. We pushed back late and were going to taxi on one engine. The low air pres ECAM came back on and we decided to start the right engine to see if we could get the ECAM to go away which it did.we then took off on our initial flight. I was flying and was a bit concerned with the brake temperature indicator being deferred going into a short runway with a quick turn. When we landed I checked the charts for the required cooling time; which was 30 minutes. I went out to do the walk-around to observe the brakes. They seemed warm but not hot and I was happy with the 30 minutes required to cool the brakes. We briefed the takeoff procedure and were cleared for takeoff and had just gotten takeoff power when we received the ECAM for the low air pres; and that's when I aborted the takeoff.

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Original NASA ASRS Text

Title: An A320 flight crew aborted their takeoff and returned to the gate for maintenance due to a LOW AIR PRESS ECAM message.

Narrative: [I] aborted takeoff at approx 40 KTS due to an ECAM caution. We cleared the runway and discovered that the yellow hydraulic fluid was well below normal range. Taxied back to the gate; serviced yellow system; checked for leaks; and continued to our destination.The flight we had just flown in with the same aircraft was a start of day departure. Maintenance was rushing to complete the required scheduled maintenance [for that departure]. A Maintenance Supervisor showed up 10 minutes prior to departure and watched over the mechanics shoulder obviously concerned about the on-time departure. Maintenance had done some work with the yellow hydraulic system and needed to pressurize the system. A LOW AIR PRES ECAM was present. They increased the APU output and got the message to clear. The yellow system appeared to be over-serviced and some of the fluid was drained to get within limits. The blue and green systems were also topped off. We pushed back late and were going to taxi on one engine. The LOW AIR PRES ECAM came back on and we decided to start the right engine to see if we could get the ECAM to go away which it did.We then took off on our initial flight. I was flying and was a bit concerned with the brake temperature indicator being deferred going into a short runway with a quick turn. When we landed I checked the charts for the required cooling time; which was 30 minutes. I went out to do the walk-around to observe the brakes. They seemed warm but not hot and I was happy with the 30 minutes required to cool the brakes. We briefed the takeoff procedure and were cleared for takeoff and had just gotten takeoff power when we received the ECAM for the low air pres; and that's when I aborted the takeoff.

Data retrieved from NASA's ASRS site as of April 2012 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.