ENGINE-OUT DEPARTURE: PROTECT THE FLIGHT PATH FIRST
An engine failure during takeoff changes thrust, yaw and climb capability at the same time. In the source's post-V1 continuation case, the primary task is to stabilise pitch, speed and track before starting the ECAM procedure. Maintain the runway path while still on the ground, use the applicable rotation technique and follow the initial airborne SRS guidance. Confirm positive climb before gear retraction. This sequence prevents a system-management task from taking attention away from the aircraft while the most immediate consequence is a changing flight path. [21, PDF pp. 221–222]
Understand the beta target as a guidance cue for the asymmetric condition. The source explains that centring it balances the drag effects of sideslip and control-surface deflections; it is not simply a conventional ball with another shape. Use the required rudder and trim technique, and engage the autopilot only within the applicable conditions after the aircraft is properly prepared. Once engaged, verify how guidance and rudder trim are being managed. Do not interpret stable lateral behaviour as proof that no pilot input or procedural crosscheck remains necessary. [21, PDF pp. 221–222]
Additional thrust also changes the handling problem. The FCTM notes that selecting TOGA after a FLEX engine failure increases available thrust but also increases yawing moment and pitch response. It should therefore be an understood action in the applicable procedure, rather than a reflexive lever movement detached from the aircraft's state. Observe the surviving engine's accepted rating and achieved response, and retain its applicable operating-time constraints from the installed reference. This chapter does not provide a replacement thrust-time limit or a universal pitch target. [21, PDF p. 222]
At the planned engine-out acceleration stage, manage the transition into the required clean configuration and subsequent climb mode. The engine-out plan balances obstacle clearance, acceleration and the surviving engine's thrust constraints; it need not match the all-engine noise-abatement plan. Follow the prebriefed continuation path and its decision points. The source explicitly permits the relevant engine-out departure, SID or vectors according to the briefing. It does not establish that the normal NAV line is automatically the right obstacle-clearance path after every failure. [21, PDF pp. 222–224]
Once established, complete the applicable ECAM/QRH work, review STATUS and reassess the return or diversion. Include landing configuration, performance, weather, runway suitability and the workload of the approach. The surviving engine is supporting more than forward motion: its electrical, pneumatic and hydraulic consequences need the system-specific assessment described in SYS. Use the applicable status and procedure to determine what remains, then brief the approach around that actual capability. In a single-user simulator exercise, pause during the debrief to separate the tasks normally shared between flying and monitoring pilots. [21, PDF pp. 221–228] [21, PDF pp. 209–213]