EW73;
I see that comment as one which perfectly applies to the three-man flight deck, where the situation ..."that one flies the airplane and one does the drill". was the ops normal in most non-normal situations.
maybe he was from the Golden Era!
I flew DC8s in that "era", with three (and four, with the navigator until 1974) crew members, and yes, that's the way it was done...in an emergency, one flew and did the radio work, one did the drill(s) and one monitored and assisted; BTDT. Even then, one always verbally asked for and got-before-actioning, confirmation from the pilot flying on all non-reversible items such as fuel control levers, throttles, fire-pull handles, generator/IDG disconnects and so on. Still do today.
Those kinds of communications were not what was being referred to here.
If I must, I can assure you that the inspector was not from that "Golden Era"...he wasn't nearly old enough and was not experienced in large aircraft/airline operations. I'll leave it at that.
In two-crew aircraft such as the A320/A330/A340 series, the ECAM drills were then and are today carried out very specifically and there are times when communication between crew members is required. One example among many I can cite is the review of the status page where both pilots must be aware of inoperative and/or system and performance limitations.
I'm not going to bleed on here, EW73 - you have to take my word that both the inspector and the experience were outliers. I'm posting these remarks
quite candidly in order to assure one poster and perhaps others, that this kind of stuff happens and it means nothing overall but it still affects one. The remarks I see are universal...that rushing is to be avoided at all costs and only makes a mess, a point that I made in my first response.
PJ2