A320 crew reported a muffled thud and indications of a decelerating engine followed by ENG 1 FAIL and ENG 1 STALL ECAM's as power was applied for takeoff. Crew rejected the takeoff and returned to the gate after accomplishing ECAM items.
Synopsis
A320 crew reported a muffled thud and indications of a decelerating engine followed by ENG 1 FAIL and ENG 1 STALL ECAM's as power was applied for takeoff. Crew rejected the takeoff and returned to the gate after accomplishing ECAM items.
Narrative
Aircraft X; myself and First Officer (FO) were operating Aircraft X ZZZ-ZZZZ on Day 0; our second flight that day on Aircraft X. It was my leg and I was pilot flying. We pushed back from gate in ZZZ at XA57; started both engines; complied with the procedures for MEL XX-XX-XX-X High Pressure Valve (HPV) (an open MEL on that aircraft); performed our checklist and taxied out to Runway XXL as instructed. At approximately XB08 we were first cleared to line up and wait; which we did and up to that point were without incident and/or any abnormalities. About 1 minute later we were then cleared for takeoff. We performed our normal task along with the required operational procedure in that MEL's 'BEFORE TAKE OFF UNTIL DECENT' section just before applying take off thrust. I announced 'takeoff' and began to push the thrust levers forward to the initial 50% N1 target. It was while doing so that I sensed that there was some sort of operational abnormality with one of the engines. I heard the sound of a muffled 'thud' to start with followed by the sound of an engine decreasing in rotation verses increasing as it should be. Simultaneously; and as I was verifying this on the engine indications; we were presented with an aural warning and the ENG 1 FAIL ECAM notification and associated actions. At that point we were roughly at a speed of just around 10 kts. I immediately rejected the takeoff; brought the aircraft to a stop; put the parking brake on and called for 'FLIGHT ATTENDANT STATIONS' over the PA. FO notified the Tower that we were aborting the takeoff. I then called for 'ECAM actions' and we proceeded through those. After preforming and clearing the ENG FAIL ECAM actions there was also an ENG 1 STALL ECAM alert and actions to follow. We performed and cleared those as well. Once all ECAM action were completed I made the triple 'REMAIN SEATED' call over the PA and then called to speak directly with the lead Flight Attendant (FA). I advised him that we had encountered an engine failure on the number 1 engine during the takeoff roll; that no other threats were perceived from our position; and that we would be taxiing back to the gate. He was in agreement and made it known that all was clear in the cabin to do so. After that call I requested FO to send an ACARS message to our Dispatcher advising him that we had encountered an engine failure and that we needed to return to the gate. As he was doing that I called Tower ATC to advise them of the same and requested taxi. ATC cleared us to taxi down XXL; to exit left on taxiway 1; to hold short of taxiway 2 and that he would assist us in getting an open gate to return to. After clearing the runway I made a PA announcement to the passengers that we were returning to the gate due to a mechanical issue. We were then cleared into the ramp by ATC. During the taxi we performed the After Landing flows; checklist; and received an ACARS response from our Dispatcher acknowledging our gate return. FO also called station operations over the radio informing them of our return and for gate coordination. We started the APU; parked the aircraft; shut down down ENG 2; and preformed the Parking Checklist. Once parked at the gate and after opening the cabin and cockpit door we were met by maintenance personnel. I briefly spoke with them; our lead FA; and the gate agent to ensure all was stable before calling our Dispatcher to discuss the incident; which I then proceeded to do. At the end of that conversation I asked to be transferred to Maintenance Control where I gave them the run down as well and discussed the logbook entries. I then called the Chief Pilot and explained the situation; and got the authorization to deplane the passengers. I coordinated that with station personnel and then asked Lead FA to make the deplaning announcement. At some point I was contacted by the Dispatch Coordinator on duty to get an understanding of the situation and to determine our fitness for duty. I told him I would discuss that with the rest of the crew and call him back with a decision. FO and I debriefed the situation amongst ourselves and I followed that with a debriefing with the flight attendants. It was unanimously determined that in the interest of safety it would not be the best course of action to continue on duty and to preform any possible subsequent flight(s). I reported that back to the Dispatch Coordinator; crew scheduling and Chief Pilot and we were all cleared to duty off.
Second reporter narrative
Captain and I were working Aircraft X from ZZZ-ZZZZ. We pushed off of gate in ZZZ and planned for a two-engine taxi out to XXL/Taxiway 1 so we started both engines and completed the associated 'MEL XX-XX-XX-X High Pressure Valve (HPV)' procedure after engine start that Aircraft X had. We continued our taxi out to Runway XXL/Taxiway 1 as briefed and were number 1 for takeoff. Upon reaching the runway we had elapsed over 6 minutes on engine warmup and received a line up and wait clearance. I verified the runway heading and shortly after we were cleared for takeoff. Captain completed the MEL items and called for takeoff. Upon bringing the thrust up to roughly 50% N1; Captain began to notice an issue with the number 1 engine and began verbalizing it. As he was doing so; we received an ENG 1 Fail ECAM followed by an ENG 1 Stall ECAM in which he retarted the thrust levers to idle and called for a rejected takeoff. We were not even at 10 kts. when this happened. Captain stopped the aircraft and called 'flight attendant's stations' while I notified ZZZ Tower we were rejecting on Runway XXL. Once back together he called for ECAM actions in which we worked through the ENG 1 Fail ECAM procedure determining no damage was suspected. ZZZ Tower asked if we needed any assistance to which I replied 'standby' as we were working through the ECAM. We followed up with the ENG 1 Stall ECAM and Status page; after which Captain made the remain seated announcement then talked with the flight attendants. Captain then told ATC we had an Engine 1 failure and that we would be returning to the gate. We received taxi instructions to continue down Runway XXL; and taxi to the ramp. I coordinated a new gate with operations and sent a message to Dispatch informing them of our return to gate status. On the way back to gate we ran an after-landing checklist and continued into parking where Maintenance took over the aircraft.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.