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

LAST UPDATED: 28 SEP 2026

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 thrust stays until you move the thrust levers, 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 reach 35 ft within the takeoff distance. V1 is the maximum speed at which the crew can take the first action to reject the takeoff, and the minimum speed at which the takeoff can be continued after an engine failure.

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 engine failure speed (VEF) is V1 minus the speed gained during the recognition time. In practice, if the failure occurs a few knots below V1 and you take about a second to react, 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 at green dot (thrust levers to CL, then back to 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 keeps the FLEX rating. The takeoff performance was computed for an engine failure at V1 with FLEX thrust on the remaining engine. The rating changes to MCT (Maximum Continuous Thrust) only when the thrust lever is moved to TOGA or CL and then back to the FLX/MCT detent, normally at green dot.
• The FMA keeps showing FLX; at green dot, LVR MCT flashes to remind you to set MCT.
• 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 we keep FLEX thrust and set MCT at green dot. 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 takeoff performance was computed with FLEX thrust on the live engine, so that thrust already meets the OEI second segment requirement. 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? It keeps the FLEX rating on the live engine. MCT comes only when the levers are moved to TOGA or CL and back to FLX/MCT.
4. Should you push to TOGA after V1 cut? Only if needed for terrain or windshear. Not normally: FLEX thrust on the live engine is already certified as sufficient.
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% gross for twin-engine, gear up, takeoff flaps, V2.
9. How is V1 calculated? Performance tool input weight, runway, wind, OAT, slope, surface — produces a V1 at which both the stop and the continued takeoff fit within the distances available. The balanced V1, where the two distances are equal, is only one possible choice.
10. Why is the high-speed RTO dangerous? Because beyond V1, the runway remaining is insufficient to stop. Aborting causes overrun.