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As a result, to indicate the amount of rudder that is required to correctly fly with an engine-out at takeoff, the measured sideslip index is shifted on the PFD by the computed, residual-sideslip value. This index appears in blue, instead of in yellow, and is referred to as the beta target. If the rudder pedal is pressed to center the beta target index, the PF will fly with the residual slip, as required by the engine-out condition. Therefore, the aircraft will fly at a constant heading with ailerons and spoilers close to neutral position.
BETA TARGET ON PFD
 
Operational Recommendation:
In the case of an engine failure at takeoff, the PF must:
? Smoothly adjust pitch to maintain a safe speed (as per SRS guidance)
? Center the Beta target (there is no hurry, because the aircraft is laterally safe)
? When appropriate, trim the aircraft laterally using the rudder trim
? Apply small lateral sidestick inputs, so that the aircraft flies the appropriate heading.
AVAILABLE PROTECTIONS
Normal Law provides five different protections (Refer to the "Protections" paragraph):
? High angle-of-attack protection
? Load factor protection
? High pitch attitude protection
? Bank angle protection
? High speed protection.
 

  OPERATIONAL PHILOSOPHY
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

ALTERNATE LAW
Applicable to: ALL
In some double failure cases, the integrity and redundancy of the computers and of the peripherals are not sufficient to achieve normal law and associated protections. System degradation is progressive, and will evolve according to the availability of remaining peripherals or computers.
Alternate law characteristics (usually triggered in case of a dual failure): ‐ In pitch: same as in normal law with FLARE in DIRECT
‐ In roll: Roll DIRECT
‐ Most protections are lost, except Load factor protection.
At the flight envelope limit, the aircraft is not protected, i.e.:
‐ In high speed, natural aircraft static stability is restored with an overspeed warning
‐ In low speed (at a speed threshold that is below VLS), the automatic pitch trim stops and natural longitudinal static stability is restored, with a stall warning at 1.03 VS1G.
In certain failure cases, such as the loss of VS1G computation or the loss of two ADRs, the longitudinal static stability cannot be restored at low speed. In the case of a loss of three ADRs, it cannot be restored at high speed.
In alternate law, VMO setting is reduced to 320 kt, and α FLOOR is inhibited. (On A318, MMO setting is also reduced to M 0.77.)
OPERATIONAL RECOMMENDATION:
The handling characteristics within the normal flight envelope, are identical in pitch with normal law. Outside the normal flight envelope, the PF must take appropriate preventive actions to avoid losing
　
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