.  
ECAM procedure (one ECAM DU lost) and status page APPR PROC considerations (RAT, direct law...).

.  
Navigation aid tuning by RMP.

.  
QRH use for approach and landing data.

.  
Specific procedure for go around (EMER GEN recovery).

.  
Task sharing and communications.

SECONDARY

.  
Non-use of APU generator.

.  
Communications (ATC, cabin,...).

.  
Raw data approach (reminder).

.  
Direct law approach and landing (reminder).

.  
Fuel gravity feeding considerations.

.  
Cockpit lighting.

When all engine driven generators have been lost, the workload is immediately greatly
increased. It is important that task-sharing procedures are understood and adhered to.
Remember one of the golden rules; fly the aircraft.
Autopilot is not available and CM1 must take control as only the following equipment is
available:

.
CM1 PFD (FPV but no FD)

.
CM1 ND (on ETOPs aircraft until gear down)

.
Upper ECAM

.
CM1 MCDU

.
FCU

A319/A320/A321 FLIGHT CREW TRAINING MANUAL  ABNORMAL OPERATION BRIEFINGS EMER ELEC CONFIG - ALL ENGINE GENERATORS FAULT - 1.03.24  Page 2 
REV 21  MAY 98 

The FPV will have to be selected in order to be displayed on the CM1 PFD. However it is important to deselect the FDs so that the blue track index is indicated on the PFD, assisting heading/track keeping. Once a safe flight path is established and the aircraft under control, the focus can shift to the next priority - navigation. Although the ECAM advises a landing as soon as possible, it would be unwise to attempt an approach at a poorly equipped airfield in marginal weather. Prolonged flight in this configuration is not recommended.
Communication can be of great help here, ATC may be able to give radar headings to the nearest suitable airfield, once informed of your problem. This is a serious emergency and ATC should be notified using appropriate phraseology (MAYDAY) so that greater separation between you and other traffic can be arranged.
It is important to identify the failure that has occurred - it is possible for pilots to confuse emergency electrical configuration with an all engine failure. Therefore, read the title of the ECAM failure. The ECAM drill may then be started. It is a lengthy and complicated procedure, as only one display is available. Consider carefully the feasibility of starting the APU. If a simultaneous engine generator failure has occurred, the probability of coupling will be low. Any APU start will drain batteries, reducing flight time available on batteries only. Take care to respect minimum speed (140 kts), as any lower could lead to RAT stall. All probe heating is lost, except CAPT Pitot and AOA, so if a discrepancy occurs between airspeed indications on CM1 PFD and on STBY, disregard STBY indication. Allow sufficient time to plan and discuss the approach and landing. Navaid tuning including ILS must be through RMP 1 as navaid autotune through FMGS will be lost at gear extension.
When the gear is extended, the aircraft reverts to DIRECT law. It would be wise to review the implications of DIRECT law control and procedures before beginning the approach. Further, at gear lowering, the RAT stalls and electrical power supply is battery only, limited to approximately 25 minutes. Do not lower the gear earlier than necessary in order to conserve battery life. In the event of a go-around, a drill is available to extend this time (QRH 2.02 -FLT ON BAT ONLY), and should be mentioned in the approach briefing. Delay lowering the gear until after CONFIG 3 has been set and the aircraft will be in a trimmed state when DIRECT law becomes active. Few retardation devices are fully serviceable, so a short runway will cause problems.
　
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