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Following.a.double.FMGC.failure,.consider.the.RNP.requirements.
IRS/ADR.FAILURES
Each ADIRS has two parts, ADR and IRS, that may fail independently of each other. Additionally the IRS part may fail totally or may be available in ATT mode. Single ADR or IRS failures are simple procedures and only require action on the switching.panel.as.indicated.by.the.ECAM.
Dual IRS or ADR failures cause the loss of A/P and A/THR. and flight controls revert to ALTN law. Triple IRS or ADR failure is very unlikely and is not displayed on the ECAM. Should a triple failure occur, two double failures would be displayed, i.e. ADR 1 + 2 FAULT and ADR 2 + 3 FAULT. The subsequent ECAM actions would give conflicting instructions. In this case, apply the QRH procedure for ADR 1 + 2 + 3 failure. This is one of the few cases where the crew will not follow.the.ECAM.procedure.
There is no procedure for IRS 1 + 2 + 3 failure but the ECAM status page gives approach procedure and inoperative systems. The standby instruments are the only.attitude,.altitude,.speed.and.heading.references.available.

DUAL.RADIO.ALTIMETER.FAILURE
The radio altimeters (RAs) provide inputs to a number of systems, including the GPWS and FWC for auto-callouts. They also supply information to the AP and A/THR modes, plus inputs to switch control laws at various stages. Although the ECAM procedure for a RA 1 + 2 FAULT is straightforward, the consequences of the.failure.on.the.aircraft.operation.require.consideration.
Instead of using RA information, the flight control system uses inputs from the LGCIU to determine mode switching. Consequently, mode switching is as follows:
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At take-off, normal law becomes active when the MLG is no longer compressed.and.pitch.attitude.becomes.greater.than.8.

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On approach, the flare law becomes active in manual flight when the L/G is extended. If the AP is engaged when the L/G is extended, flare law becomes active at AP disconnect. As and when flare law activates, manual pitch trim is required.and.“USE.MAN.PITCH.TRIM”.is.displayed.on.the.PFD.

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After landing, ground law becomes active when the MLG is compressed and.the.pitch.attitude.becomes.less.than.2.5.

It is not possible to capture the ILS using the APPR pb and the approach must be flown to CAT 1 limits only. However, it is possible to capture the localiser using the LOC pb. Since the autopilot gains are no longer updated by signals from the radio altimeter, the AP/FD behaviour may be unreliable near the ground. Consequently, the final stages of the approach should be flown using raw data in order to avoid excessive roll rates with LOC still engaged. There are no.auto-callouts.on.approach.and.no."RETARD".call.in.the.flare.
The GPWS/EGPWS will be inoperative. Therefore increased terrain awareness is necessary. Similarly, the "SPEED, SPEED, SPEED" low energy warning is also.inoperative,.again.requiring.increased.awareness.
Power.Plant
FCTM REV.1.(6.JUN.05)
ALL.ENGINE.FLAMEOUT
Following an All Engine Flameout, the flight deck indications change significantly as the generators drop off-line. The RAT is deployed, the EMER ELEC CONFIG warning is inhibited and the ECAM prioritises the checklists. Control of the aircraft must be taken immediately by the left seat pilot and a safe flight path established..Significant.aircraft.systems.available.include:
EMER.GEN.Powered.by.the.RAT 
FLY  PFD.1,.ALTN.LAW,.Upper.ECAM,.ECP,.ISIS/STBY.INST 
NAV  FCU,.STBY.NAV.(via.RMP.1),.DDRMI.(VOR.1.or.ADF.1) 
COMM  VHF.1,.RMP.1,.ACP.1.&.2,.Loudspeakers.1.&.2 

The AP, pitch trim and rudder trim are not available. If engine windmilling is sufficient, additional hydraulic power may be recovered from the EDP supplying the.emergency.generator,.which.improves.the.electrical.configuration.
Depending on the exact situation, assistance may be available from ATC regarding information such as presence of other aircraft and safe headings. In this.case.and.when.convenient,.make.contact.using.VHF.1.
　
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