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 QRH : –
 (i)   whenever the QRH directs you to another PROC or page, immediately apply/review that page and return to the appropriate DUAL HYD originating page after understanding/noting the implications.  These include....
(ii) – L/G GRAVITY EXTENSION, preparation as per QRH, finally extension only after   positive landing clearance.
- LDG DST and V REF increments .... REVIEW, this would depend on the actual config at landing.
(iii) If unable to restore systems :
- SYSTEM STATUS WITH ONE HYD SYS... REVIEW
- LDG DIST and V REF increments .... APPLY
- ABNORMAL SLATS/FLAPS LANDING ... APPLY

PF : BRIEFING will include,
 - L/G gravity ext - +ve ldg clc – no retraction in case of G/A
- LANDING WITH ABNORMAL SLATS OR FLAPS, leave the facility with config_/_
- BLUE remaining  - ALTN/OFF manual braking max 1000 psi
- GREEN remaining  - S/F 20/20 landing
  (YELLOW remaining – nothing exceptional apart from config)
- LDG DATA card with review of landing wt and increments.
- Normal briefing items for approach
AFTER THE LONG HYD PROC AND BEFORE COMMENCING THE APPROACH, ENSURE
“BEFORE DESCENT C/L”
“APPROACH C/L”
HAVE BEEN COMPLETED AS NECESSARY.

OBTAIN THE POSITIVE LANDING CLEARANCE (Radar to coordinate with Tower) whilst in the hold/extended vector and just before commencing approach and CARRY OUT THE L/G GRAVITY EXTENSION.

PROCEED FOR THE APPROACH.

NOTES :
1) In a real life scenario the procedures attempt to restore some hydraulics, if possible (RAT, RSVR, OVHT, LO AIR PR).
2)  In case the RAT is able to provide Yellow pressure, flaps may be extended to the extent permissible by the procedures.  Remember for instance the 20/20 limit for Green remaining.  Remember that the RAT will not be effective during landing.
LOSS   OF  2 IRS

  Loss of 2 IRS simultaneously is indeed extremely unlikely. However it has been experienced in line operations.  The cause was crew error coupled with the ergonomics of IRS MSU location which are fitted in the sequence of 1 3 & 2 starting from left instead of 1 2 & 3  and also not marked accordingly. The crew experienced a IRS 3 fault. The ECAM action called for ATT / HDG ON SYS 3.The crew erroneously selected IRS 2 located above F/O to ATT rendering both IRS  2 & 3 unavailable. The flight thereafter had to be continued on only one IRS.

  INDICATION

1) Auto-pilot disengages (both Auto-pilots will not be available. Both FDs will not be available.
2) Auto throttle: If IRS 1 & IRS 2 are lost ATS with not be available. However if IRS 1 (or 2 ) is available, corresponding ATS will be available.
3) Both Yaw Dampers disengage and will not be available. An upset could cause Dutch Rolling at high Altitude.
　
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