Narrative:

During take-off roll on runway 32 I noticed a low pitch rumble and vibration from underneath me at about 90 to 100 KTS. We had no ECAM message. After passing V1 speed I thought we were not accelerating as rapidly as we should. I also noticed that the trend arrow was shrinking. After the wheels left the ground I thought we accelerated more rapidly. About 20 seconds later; after wheel retraction; we got a brake overheat ECAM memo. The temperature on the left outside main gear brake had reached 360 degrees. We followed procedures and put the gear back down and informed ATC that we would be restricted to 220 KTS for a while. We completed all of the communication procedures and waited until the temperature dropped to 270 degrees before retracting the gear. We were above 10;000 ft by this time. We continued the flight to our destination without further incident. When we were switched to approach; we informed them that we might have a brake dragging on the left side of the aircraft and requested that they have a fire truck at the runway just in case we developed a brake fire. I informed the passengers of the type of problem we had and that they could expect to see a fire truck at the runway exit so they wouldn't be surprised. I took over the controls of the aircraft for the approach and landing. I decided to land using no autobrake in case this system was involved in the problem. The landing was uneventful and we coasted down the runway. I didn't apply braking until we were below 100 KTS. Both brake temperatures on the left side were slightly higher than the right; but not higher than I consider normal. As a precaution; we talked about the possibility of a brake fire after landing. We also discussed the possibility that we might have tire damage; but that didn't seem likely; because there was no smell of burning rubber.

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Original NASA ASRS Text

Title: An A319 Captain thought the aircraft was not accelerating properly and after takeoff had a brake overheat ECAM with a brake temperature of 360 degrees. ECAM procedures were followed to cool the brakes.

Narrative: During take-off roll on Runway 32 I noticed a low pitch rumble and vibration from underneath me at about 90 to 100 KTS. We had no ECAM message. After passing V1 speed I thought we were not accelerating as rapidly as we should. I also noticed that the trend arrow was shrinking. After the wheels left the ground I thought we accelerated more rapidly. About 20 seconds later; after wheel retraction; we got a brake overheat ECAM memo. The temperature on the left outside main gear brake had reached 360 degrees. We followed procedures and put the gear back down and informed ATC that we would be restricted to 220 KTS for a while. We completed all of the COM procedures and waited until the temperature dropped to 270 degrees before retracting the gear. We were above 10;000 FT by this time. We continued the flight to our destination without further incident. When we were switched to Approach; we informed them that we might have a brake dragging on the left side of the aircraft and requested that they have a fire truck at the runway just in case we developed a brake fire. I informed the passengers of the type of problem we had and that they could expect to see a fire truck at the runway exit so they wouldn't be surprised. I took over the controls of the aircraft for the approach and landing. I decided to land using no autobrake in case this system was involved in the problem. The landing was uneventful and we coasted down the runway. I didn't apply braking until we were below 100 KTS. Both brake temperatures on the left side were slightly higher than the right; but not higher than I consider normal. As a precaution; we talked about the possibility of a brake fire after landing. We also discussed the possibility that we might have tire damage; but that didn't seem likely; because there was no smell of burning rubber.

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.