Don,
Many thanks for the reply. That's very interesting, just looking at FCOM 3 now.
However, I don't see how you have come to the conclusion that the EMER ELEC CONFIG will be inhibited. Do you mean that the DUAL ENG FAILURE will have a higher priority and will be displayed first with EMER ELEC CONFIG down the list somwhere or that it won't be displayed at all? (I realise our version of FCOM 3 may not have the same info)
I have read the paragraph at the top of FCOM 3.02.70 p20 (REV 38) and took it to imply that all sorts of warnings and cautions may be displayed so rather than try determine which is more important and potentially be distracted by other ones resulting from the dual failure, use the QRH.
The steps on the ECAM and in the QRH are almost identical except for the QRH calling for figuring out where you are going to land and O2 masks on and some other minor bits. I have understood this to mean that the ECAM will tell you to put on the O2 masks but not until the Cab Alt has exceeded 10,000ft. At this stage it would decide that staying alive is more important and it would display the warning CAB
PR EXCESS CAB ALT at the top and have you do this drill (and/or clear it) to get back to the DUAL ENG FAILURE. This is why the QRH is recommended. Using this logic, I would assume that this could happen for some other warning that occurs after the engine failures too. However, I may just be entirely wrong!!!!
Short Version:
1: Do you think my instructor has a valid point in saying do the ECAM first to speed the attempt at a relight? (Of course, I accept that if Airbus says......)
2: Why exactly do Airbus say use the QRH for a drill that is potentially so time critical? (There must be a fairly significant reason for Airbus to admit that their beloved ECAM may not be the best option!)
CP