Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Improperly Operated; Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate; Flight Crew Rejected Takeoff
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I was pilot flying. Departing at intersection due to construction-shortened runway. Set takeoff thrust and the aircraft began to veer to the right as thrust on the left engine increased more rapidly than the right engine. Reduced power to both engines while inputting left nosewheel steering. Scuffed a nosewheel tire during this maneuver. The entire incident lasted about 5 seconds and speed was definitely less than 40 knots (lowest indicated speed on instruments) and estimated at closer to 20 knots. No injuries. Return to gate. Maintenance personnel advised me that a nosewheel tire would have to be replaced. The IAE engine has a notably large power differential between the initial spool up setting and takeoff setting. This is due to the fact that the engine has a 'keep out zone' at the lower power band wherein power may not be utilized under static or low speed conditions. Thus if one engine spools faster than the other the effect is more pronounced than other engine options. Additionally the Airbus doesn't have wheels that caster as do other aircraft types; i.e. Boeing. Thus nosewheel turning speed is more critical on the Airbus type and according to the mechanic is more prone to scuffing.Suggest extra vigilance. It took me about a second more than the first officer to realize what was happening. By then the nose of the aircraft was starting to point off the centerline of the runway. The power could have been reduced more rapidly; even though the first officer said he didn't think the right engine ever quite got to takeoff power.


Second narrative: Captain was pilot flying; he brought the power up to 1.05 for the IAE engines. Once we were on the centerline he started applying power which caused the nose to swerve to the right at first it was fairly normal but got to 20 degrees right of centerline; it then corrected to the left. Instead of regaining the centerline the nose then swung 20 degrees to the left at that point I called for a Rejected Takeoff because I was uncomfortable with the oscillations of the nose and unsure if continued the aircraft would depart the runway.I don't think that we ever had more than 50 percent of power applied and I never saw the airspeed tape move. After the reject we cleared the runway. I believe this happened due to misapplication of power before the nosewheel was straight. Make sure nosewheel is rolling straight before applying anything more than the initial power.


Synopsis: A321 flight crew reported rejecting the takeoff when the Captain had directional control difficulties related to uneven engine spool-up.