A321
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Communication Breakdown; Situational Awareness; Troubleshooting
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Gate; Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Aircraft; Procedure
CONF 1 TOGA takeoff and no APU. Normal start go #1 at the gate per non-normal start; the same for the #2 start after the push back. After-start check complete; load closeout comes. We were under PTOW (Planned Takeoff Weight) and good winds and temperatures. Normal taxi and checklist to [runway] XXC. Cleared for takeoff; CA sets TOGA. Normal acceleration Vr. Shortly after Vr; heard a loud bang - CA (Captain) says; 'I think we blew a tire.' I said; 'I agree.' CA kept flying; we left the gear down. Speed was bleeding off; and then I said 'engine failure.' [Requested priority handling] with intentions to return to ZZZ. Leveled off at engine acceleration height [and] started to accelerate; thinking the gear was up. We decided to leave the flaps at 1 to return to the field and not knowing if there was any damage. [We] completed the ECAM procedure; follow-ups. CA talked to the FA's (Flight Attendant) to prepare for a precautionary landing and made a PA to the passengers; per the OD pages. ATC asked us to climb to 4;000 ft. Then; we realized the gear was still down. [We] raised the gear [and] completed the after-takeoff checklist. Did the landing approach; overweight landing; and checklist. Briefed the approach to [runway] XXC and descent checklist. Configured on schedule; landing checklist; and landed uneventfully. After stopping; the CA made a PA; talked to ARFF (Aircraft Rescue and Fire Fighting); then taxed to the gate.[The cause was a] startle effect and the initial confusion of a tire failure or an engine failure. That played a significant role in the distraction of the landing gear. [I suggest to] do a max weight V1 in the SIMs.
Flight planned for configuration 1 TOGA/max takeoff and dispatched with APU inop. Normal ground air-start on #1 engine per checklist. After pushback [was] complete; normal cross-bleed start #2 per checklist. After-start checklist called for and completed. Load closeout received and we were under planned takeoff weight. Normal taxi out with all checklists complete; we were cleared to line up and wait runway XXC. Subsequently cleared for takeoff and selected TOGA. Acceleration was normal and rotated at Vr.Shortly thereafter; heard a thump. I stated; 'I think we blew a tire.' Thought about not raising the gear and continued flying the aircraft and noticed rapid degradation of speed. FO (First Officer) stated; 'Engine failure.' Immediately lowered the nose and started trimming based on rudder trim to level the wings and center the rudder. Aircraft performance was very degraded but assumed it was due to heavy 321; [I] don't ever remember flying the simulator engine out near max takeoff weight or we had severe damage to the wing. [Requested priority handling] and stated intentions to return to ZZZ; thinking the landing gear was up. Elected to leave flaps at 1 and return to the field as expeditiously as possible as we were down to 1 engine and 1 generator. Completed Engine Failure ECAM procedure; ECAM follow ups; notified the Flight Attendants to prepare for a precautionary landing; and made a PA as per the OD pages. ATC asked if we could climb to 4;000 feet and said we were unable due to weight. At this point I realized the gear was still down. Raised the gear [and] completed [the] after-takeoff checklists. Accomplished the landing data for overweight landing and checklist; briefed the approach to [runway] XXC; and completed descent checklist. We were then cleared for the ILS XXC approach configured on schedule; performed the landing checklist; and landed uneventfully. After stopping; made a PA; ARFF (Aircraft Rescue and Fire Fighting) checked out the aircraft; and we taxied to the gate.[The cause was a] startle effect and initial confusion of tire failure versus engine failure played a significant role in distraction from raising the landing gear. As pilot flying; my attention was completely absorbed with flying the aircraft with assumed degraded performance and didn't allow for transfer of aircraft control. Additionally; lack of experience on the fleet and as a new Captain also played a significant role. Departing over max landing weight with no APU was probably not a good decision. Additionally; I think a max weight takeoff V1 cut should be added to our training. Crew coordination with the flight attendant and ATC was excellent.
A321 flight crew reported performing an air turnback after experiencing an engine failure on takeoff.