A319
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Flight Crew Last 90 Days 194; Flight Crew Total 2015; Flight Crew Type 466
Workload; Distraction
Aircraft Equipment Problem Critical
Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition
Aircraft
As we departed FL240 on the [arrival] into ZZZ we got an ECAM: ENG 1 Compressor Vane. Line two of the ECAM: Avoid THR Changes. There were no 'to do' statements on the ECAM; so we referenced the QRH. Step 1 said to match the thrust lever position with the actual thrust; in this case idle; then disconnect the auto thrust system. We accomplished this step and I elected to keep autopilot 1 engaged. We received a further clearance to descend to 8000 ft and go direct ZZZZZ. I inserted the direct and pulled for open descent. Step 2 of the QRH did not apply. Step 3 says if engines stalls; go to the engine shutdown procedures. So as a precaution; we found and reviewed this checklist in the QRH. Approaching 8000 ft; it became obvious that the level off would have to be with engine 2 only...the ECAM which we cleared had said Avoid THR Changes. After a brief discussion; we concluded we had a 'degraded engine' and would have to use single engine procedures to fly the ILS XXL into ZZZ. I directed the first officer to [advise ATC] as we were vectored on downwind. I gave control of the airplane to the FO and then called the flight attendants and advised them of the situation making sure they understood it would be a normal landing and we would taxi to the gate. I also quickly told the passengers so no one would be surprised by the emergency vehicles on landing. I took the airplane back; the FO told [ATC] we would need the emergency equipment and asked them to advise [our company] of the situation. All of this occurred very quickly. We descended to 3000 feet and were given vectors for a short approach. I flew the ILS XXL with the No1 engine in idle following single engine approach guidelines. We landed uneventfully and taxied to the gate. The No1 engine ran smoothly at idle the whole time and we shut it down at the gate using normal procedures.
A319 Captain reported the Number 1 engine developed a compressor vane problem and was only producing idle power. The crew landed with Number 1 engine at idle power.