A320
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Situational Awareness; Time Pressure
Aircraft Equipment Problem Critical
Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem; Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Aircraft
Aircraft X; after numerous write-ups; required a replacement of its NWS (Nose Wheel Steering) actuator. The aircraft sat on the ramp for four days prior to our flight as it underwent repairs and tire changes. During our takeoff; on our first-leg; the aircraft triggered the following ECAMs (Electronic Centralized Aircraft Monitor): AUTO FLT-A/THR OFF and AUTO FLT-RUDDER TRAVEL LIM SYS. The aircraft was above 100 KIAS and accelerating to V1. I elected to continue the takeoff per the guidance provided by both the aircraft manufacturer and contained within Frontier's Volume II manual. Once airborne; we were able to re-engage the AutoThrust and both ECAMs disappeared. We were unable to recall either alert. The aircraft then downgraded itself to CAT III INOP. Noting no deficiencies to the safety of flight; we continued as scheduled and landed uneventfully.Our scheduled landing time was XA:57. We landed around XA:40 [another airline] is scheduled to occupy our gate until XB:00. The station has reported that they do not have a working radio. The station does not answer at the phone number provided. We are unable to ACARS the station directly due to the aircrafts AOC (Airline Operational Control) menu reversion after landing. Thankfully; we did not have a medical emergency while we sat and waited for [the other aircraft] to push at approximately XB:10 as we have no way to contact the station. With the aircraft stopped while waiting for the gate; in an effort to minimize any delays to our airline; we called Maintenance Control and notified them of the above described abnormalities. We were asked to call them back with the exact logbook write-up. I enter the following into the aircrafts logbook and reported this to Maintenance Control as requested:'During takeoff; above 100 KIAS; ECAM: AutoThrust OFF and Rudder Travel Limiter Faults were observed/triggered. T/Off continued. A/THR engaged airborne with no further abnormalities noted to A/THR or Rudder Travel Limiter. AC status downgraded to CAT III/CAT I ONLY. This too; however; corrected itself after landing.'We also reported the following two Class II messages and entered them into the logbook: F/CTL and FUEL. Line Maintenance ran a BITE (Built In Test Equipment) test; deferred our Class II messages and we were cleared to go. We pushed from the gate; but after our engine start; another A/THR ECAM was triggered. We contacted Maintenance Control and were told to return to the gate to defer the autothrust. The autothrust was deferred per MEL 22-XX-XX with no further trouble shooting and/or testing.After engine start we complied with MEL 22-XX-XX; which required us to press and hold the autothrust's instinctive disconnect until we received a status message noting the A/THR INOP. It should also be noted that; with this MEL and the deactivation of the A/THR; ALPHA FLOOR protections are not available. We taxied to the runway. During our brief we had decided that; in the event of further F/CTL ECAMs; we would most likely discontinue the takeoff. Once cleared for takeoff; the thrust levers were moved to the FLEX decent after engine stabilization at 50% N1. We did not receive a corresponding FLEX FMA (Flight mode Annunciator) on our PFD (Primary Flight Display). I increased the power to TOGA (Take-off/Go Around). Again; we did not receive the expected and corresponding MAN TOGA FMA. My attention was momentarily diverted to the speed tape and a flashing red 'SPD LMT' in the lower; left corner of the PFD. The speed tape was no longer displayed and was solid red. I believe this was an auto activation of the backup speed scale. At this point multiple ECAMs were triggered. This all happened very quickly; probably during the span of 5 seconds. The takeoff was successful aborted and the aircraft stopped on the runway with no lateral deviation from the centerline. We returned to the gate and offloaded the passengers. The flight was subsequently canceled. A mis-compare of ADIRU1+2+3 was recorded by the aircraft along with a FAC 1 fault. It was discovered that both the alternate and the Number 2 pitot-static system was completely clogged with insect debris. We are fortunate that this occurred during the takeoff phase. Otherwise we could have been faced with the loss of all air data; the use of the backup speed scale; with no auto thrust and no ALPHA floor protections. In hindsight; with our previously reported abnormalities during takeoff; the deferral of two class II messages; including a F/CTL message; the deferral of the autothrust system; some troubleshooting might have been warranted and well worth the impact to the schedule that the company was trying so hard to protect. I believe that we had a total of 7 MELs on the aircraft during the time of departure.
A320 Captain reported that during takeoff roll they received multiple ECAM messages associated with the Air Data Computer.