A320 Engine Failure at V1: Procedure, Decisions, FCOM Logic

Engine failure at V1 is the single most-tested scenario in A320 type-rating sims and airline interviews. This guide walks through the decision logic at V1, the immediate actions, what the FADEC does automatically, why FLEX → MCT happens without your input, and how to brief the takeoff so the right thing happens reflexively.

The V1 rule

V1 is calculated for each takeoff so that, given the runway available, weight, wind, OAT, and runway condition, the aircraft can either stop on the remaining runway OR continue and become airborne by 35 ft AGL — but not both. V1 is the speed where these two distances cross.

Below V1: the runway remaining is sufficient to abort. You reject the takeoff (RTO).

At or above V1: insufficient runway to stop. You continue, fly the engine-out SID, and run the QRH airborne.

Engine failure BEFORE V1: RTO

If a malfunction occurs and you decide to abort below V1:

1. Captain announces "STOP." Both pilots' brains commit to the abort.
2. Thrust levers IDLE. Captain's hand was on them — keep it there for the takeoff roll.
3. Reverse to MAX. Both reversers if available.
4. Brakes — manual or AUTO BRAKE MAX (which is selected during takeoff briefing).
5. Maintain directional control with rudder and brakes.
6. Once stopped: set parking brake, ATC notification, ECAM action.

The decision speed is V1 minus reaction time. In practice, if you're at V1-10 kt when the failure occurs and you take 1 second to decide, you're at V1 by the time you start braking — that's why the calculation already builds in pilot reaction time.

Engine failure AT or AFTER V1: Continue

The moment V1 has been called, you commit to taking off. If the engine fails after V1:

1. Continue the takeoff roll — directional control with rudder.
2. Rotate at VR normally — pitch attitude same as a two-engine takeoff initially.
3. Pitch for V2 (or current speed if greater, up to V2+15) — the FD provides this guidance after rotation.
4. Maintain runway track — yaw control with rudder.
5. Positive rate, gear up.
6. Follow the engine-out SID (briefed in advance during takeoff brief).
7. At acceleration altitude: pitch down to accelerate, retract flaps on schedule, set MCT, run ECAM actions.
8. Don't touch the thrust levers until you reach acceleration altitude — the FADEC has them right.

What the FADEC does automatically

If you were at FLEX takeoff when the engine failed:

• The failed engine spools down. ECAM detects and presents.
• The operating engine's FADEC automatically transitions from FLEX to MCT (Maximum Continuous Thrust). The thrust lever stays in the FLX/MCT detent — only the rating changes.
• The FMA shows MCT instead of FLX.
• You don't need to advance the lever. The FADEC has already given you all the thrust you need.

If you were at TOGA takeoff: TOGA stays TOGA on the live engine. There's no rating change because TOGA was already maximum.

How to brief the takeoff

Every takeoff brief should include the V1 cut callout — pre-deciding so neither pilot has to think during the actual event. A typical brief:

"It's an A320 takeoff from runway 24, FLEX 50, V-speeds [V1/VR/V2]. Reject below V1 only for FIRE, ENG FAIL, TIRE, or anything that compromises flight safety; below 100 kt also for any ECAM caution. Above V1 we continue. Engine failure after V1: I will fly, you will read, we go to TOGA only if needed for terrain, otherwise FADEC handles thrust at MCT. Engine-out SID is [briefed]. Acceleration altitude [altitude]. Questions?"

Two things this brief locks in: (1) reject criteria are explicit (no ambiguity at high speed), (2) the engine-out plan is already chosen so neither pilot has to invent it under stress.

Sim trap questions

Trap 1: "What if the failure is at V1+10?"

Continue. V1 has been called. Reverting to abort at V1+10 is the high-speed RTO trap.

Trap 2: "Should you push to TOGA after V1 cut on a FLEX takeoff?"

Not normally. The FADEC has already given you MCT — that's the certified thrust for OEI second segment. TOGA only if windshear is suspected or terrain demands it. Adding thrust unnecessarily increases workload and changes the energy state of the aircraft mid-rotation.

Trap 3: "What pitch attitude do you target after rotation?"

Whatever the FD shows — typically V2 to V2+15. Don't fly a memorised attitude; fly the SRS bar. SRS is your friend on engine-out takeoffs.

Trap 4: "When do you retract flaps?"

NOT until acceleration altitude. Below acceleration altitude (typically 1500 ft AAL or higher per company SOP), maintain takeoff configuration even if speed allows retraction. Premature flap retraction in a degraded climb is unsafe.

Trap 5: "Run the ECAM during rotation?"

No. Aviate first, navigate second, communicate third. The ECAM waits until acceleration altitude or until both pilots are stable. The PF flies; the PM monitors and silences if needed but does not run ECAM until safe.

Interview answers

1. What does V1 mean? Decision speed. Below V1, abort. At or above V1, continue.
2. What if engine fails at exactly V1? Continue — V1 is the decide-by-this-speed threshold.
3. What does the FADEC do automatically on FLEX takeoff with V1 cut? Transitions the live engine from FLEX rating to MCT rating.
4. Should you push to TOGA after V1 cut? Only if needed for terrain or windshear. Not normally — FADEC has already given you MCT.
5. What's V2? Takeoff safety speed, ≥ 1.13 × VS1G, target after rotation with one engine inoperative.
6. Why don't you raise gear immediately? You do — at positive rate of climb. "Positive rate, gear up."
7. What about flaps? Maintain takeoff config until acceleration altitude. No premature retraction.
8. What's the second segment climb gradient minimum? 2.4% net for twin-engine, gear up, takeoff flaps, V2.
9. How is V1 calculated? Performance tool input weight, runway, wind, OAT, slope, surface — produces V1 such that abort distance = continue-and-takeoff distance.
10. Why is the high-speed RTO dangerous? Because beyond V1, the runway remaining is insufficient to stop. Aborting causes overrun.