On ground with engines stopped, only the right dome light is operational and the three positions (BRT, DIM, OFF) of the DOME light sw remain available, allowing the EMERGENCY EVACUATION procedure completion.
The crew will keep in mind that as long as the evacuation order is not triggered, the crew may differ or cancel the passengers' evacuation. As soon as the evacuation order is triggered, this decision is irreversible.
When aircraft is on batteries power, the crew seats can only be operated mechanically.
TASKSHARING IN CASE OF EMERGENCY EVACUATION
Applicable to: ALL
 
When applying the EMERGENCY EVACUATION procedure, the F/O can select the engine masters OFF and push the FIRE pb, without any confirmation from the Captain.
 

  ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

ENGINE FAILURE AFTER V1
Applicable to: ALL
AIRCRAFT HANDLING
If an engine fails after V1 the takeoff must be continued. The essential and primary tasks are linked to aircraft handling. The aircraft must be stabilized at the correct pitch and airspeed, and established on the correct track prior to the initiation of the ECAM procedure.
ON THE GROUND:
Rudder is used conventionally to maintain the aircraft on the runway centreline.
At VR, rotate the aircraft smoothly, at a slower rate than with all engines operation, using a continuous pitch rate to an initial pitch attitude of 12.5 °. The combination of high FLEX
temperature and low V speeds requires precise handling during the rotation and lift off. The 12.5 ° pitch target will ensure the aircraft becomes airborne.
WHEN SAFELY AIRBORNE:
The SRS orders should then be followed which may demand a lower pitch attitude to acquire or maintain V2.
With a positive rate of climb and when the Radio Altitude has increased, the PNF will call "positive climb". This will suggest to the PF for landing gear retraction.
Shortly after lift off, the lateral normal law commands some rudder surface deflection to minimize the sideslip (there is no feedback of this command to the pedals). Thus, the lateral behavior of the aircraft is safe and the pilot should not be in a hurry to react on the rudder pedals and to chase the beta target.
The blue beta target will replace the normal sideslip indication on the PFD. Since the lateral normal law does not command the full needed rudder surface deflection, the pilot will have to adjust conventionally the rudder pedals to center the beta target.
When the beta target is centred, total drag is minimized even though there is a small amount of sideslip. The calculation of the beta target is a compromise between drag produced by
deflection of control surfaces and airframe drag produced by a slight sideslip. Centering the beta target produces less total drag than centering a conventional ball, as rudder deflection, aileron deflection, spoiler deployment and aircraft body angle are all taken into account.
　
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