Following receipt of an ECAM hot brake warning shortly after takeoff the flight crew of an A320 elec...

Narrative:

Just after liftoff we received an ECAM hot brake warning. Brakes 1; 2 and 4 were normal at approximately 150-175 C but number 3 was in the high 400 C range. We decided to leave the landing gear down for cooling; per the ECAM procedure and continue the departure. As the departure progressed the temperature rose slowly but steadily up to about 950 C.along with dispatch and maintenance control; we discussed the options available. Due to fuel considerations and the nature of the problem we elected to hold; burn off gas; and return to ZZZ. By the time we left the holding pattern; the number 3 brake temperature had dropped to about 650 C. The first officer made an uneventful; non-overweight landing. On touchdown the number 3 brake temperature dropped immediately to about 35 C; right in line with the other brake temperatures. We taxied clear of the runway and had the brakes examined by crash fire rescue equipment personnel. There was no smoke or anything else unusual so we taxied to the gate. A mechanic inspected the brakes and found nothing out of the ordinary. The brake temperature indicators were deferred; and the circuit breaker pulled and collared. We then flew an uneventful flight to our destination. Our biggest concern was that the slow and steady rise of the brake temperature seemed to indicate an actual hot brake as opposed to an indicator malfunction.

Original NASA ASRS Text

Title: Following receipt of an ECAM Hot Brake warning shortly after takeoff the flight crew of an A320 elected to burn fuel to below maximum landing weight and return to their departure station for Maintenance.

Narrative: Just after liftoff we received an ECAM Hot Brake warning. Brakes 1; 2 and 4 were normal at approximately 150-175 C but number 3 was in the high 400 C range. We decided to leave the landing gear down for cooling; per the ECAM procedure and continue the departure. As the departure progressed the temperature rose slowly but steadily up to about 950 C.Along with Dispatch and Maintenance Control; we discussed the options available. Due to fuel considerations and the nature of the problem we elected to hold; burn off gas; and return to ZZZ. By the time we left the holding pattern; the number 3 brake temperature had dropped to about 650 C. The First Officer made an uneventful; NON-overweight landing. On touchdown the number 3 brake temperature dropped immediately to about 35 C; right in line with the other brake temperatures. We taxied clear of the runway and had the brakes examined by CFR personnel. There was no smoke or anything else unusual so we taxied to the gate. A mechanic inspected the brakes and found nothing out of the ordinary. The brake temperature indicators were deferred; and the circuit breaker pulled and collared. We then flew an uneventful flight to our destination. Our biggest concern was that the slow and steady rise of the brake temperature seemed to indicate an actual hot brake as opposed to an indicator malfunction.

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.

Attributes
ACN	977311
Time
Date	201110
Local Time Of Day	1201-1800
Place
Locale Reference	ZZZ.Airport
State Reference	US
Aircraft 1
Make Model Name	A320
Operating Under FAR Part	Part 121
Flight Phase	Initial Climb
Flight Plan	IFR
Component
Aircraft Component	Landing Gear Indicating System
Person 1
Function	Pilot Flying First Officer
Experience	Flight Crew Last 90 Days 240 Flight Crew Total 12000 Flight Crew Type 8000
Person 2
Function	Pilot Not Flying Captain
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 180 Flight Crew Total 17000 Flight Crew Type 9000
Events
Anomaly	Aircraft Equipment Problem Less Severe

Following receipt of an ECAM hot brake warning shortly after takeoff the flight crew of an A320 elected to burn fuel to below maximum landing weight and return to their departure station for maintenance.