I'm not sure if I understand your questions in total.
Load Factor Protection is the same in NORMAL as ALTERNATE.
Maybe you other questions become more clear with this general concept of G demand, if not we have to wait on Takata or any other to reply.
Note: (* added by me.
Flight Mode
In pitch, when an input is made on the sidestick, the flight control computers
interpret this input as a “g” demand/pitch rate. Consequently, elevator deflection
is not directly related to sidestick input. The aircraft responds to a sidestick order
with a pitch rate at low speed and a flight path rate or “g” at high speed. When no
input is made on the sidestick, the computers maintain a 1g flight path. Pitch
changes due to changes in speed, thrust and/or configuration, which in a
conventional aircraft would require the pilot to re-trim the aircraft, are
compensated for by the computers repositioning the THS. The pitch trim wheel
moves as the control law compensates for these changes. Sometimes, changes
of trim due to changes in thrust may be too large for the system to compensate,
and the aircraft may respond to them in pitch in the conventional sense and then
hold the new attitude at which it has stabilised after the trim change.
Due to its neutral static stability, the aircraft maintains the selected flight path.
Should it deviate however, only small sidestick inputs are required to regain the
desired flight path.
Load Factor Protection
On most commercial aircraft, the maximum load factor range is 2.5g/
-1g clean
and 2g/0g with slats and/or flaps extended. The load factor protection is
designed to maintain the aircraft within these limits while allowing the crew to
consistently achieve the best achievable aircraft performance, if required.
On commercial aircraft, high load factors are most likely to be encountered when
the pilot responds to a GPWS warning. Airline pilots are not accustomed to using
"g" as a flying parameter and experience has shown that, in emergency
situations, the application of "g" is initially hesitant and then aggressive. If a
GPWS alert is generated which requires an immediate pull-up, full back stick
should be applied and maintained. The load factor protection will allow maximum
"g" to be achieved in the shortest time while preventing the aircraft from being
overstressed.
Protected/Non-Protected Aircraft Climb Angle Comparison
If the pilot maintains full aft stick because the danger still exists, the high AOA
protection will eventually take over. This is one instance where load factor
protection is enhanced by the high angle of attack protection. (* Hi AOA Prot. NOT in ALT)