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In most cases, this is due to an anomaly on the electrical network, e.g. a short circuit. All engine generators trip and the Emergency Generator is driven by the Engine Driven Pump (EDP). In this scenario, the probability to restore electrical power using the APU generator is low.
An other cause for electrical emergency configuration could be a combination of electrical failures and engine failures. In this scenario, you may restore electrical power using the APU generator. Depending on which engine (s) is (or are) failed, and on the availability of green hydraulic engine driven pumps, the emergency generator may be driven by the RAT. In this case, it outputs approximately half electrical power of the previous scenario. It should be noted however, that at high speed i.e. above 260 ft IAS, the Emergency Generator electrical power is increased as it takes credit from the engine windmill effect.
However, it must be highlighted that the probability of this last scenario is low. This is why, the summary available in the QRH do not take it into account.
GENERAL GUIDELINES
Applicable to: ALL
1 The following guidelines apply whatever the power source is, i.e. EDP or RAT:
As only PFD1 is available, the left hand seat pilot becomes PF. Once a safe flight path is established, and the aircraft is under control, ECAM actions will be carried out.
This is a serious emergency and ATC should be notified using appropriate phraseology (“MAYDAY”). Although the ECAM displays LAND ASAP in red, it would be unwise to attempt an approach at a poorly equipped airfield in marginal weather. The power source for the Emergency Generator will assist the crew’s decision making in this context, as the aircraft is in a much better configuration when the Emergency Generator is being powered by the EDP rather than the RAT. In either case however, prolonged flight in this configuration is not recommended.
Crews should be aware that workload is immediately greatly increased.
 
ABNORMAL OPERATIONS
ELECTRICAL
 
As only the EWD is available, disciplined use of the ECAM Control Panel (ECP) is essential, (Refer to OP-040 ECAM HANDLING).
Consideration should be given to starting the APU as indicated by the ECAM and taking into account the probability to restore using APU generator as mentioned above.
A clear reading of STATUS is essential to assess the aircraft status and properly sequence actions during the approach.
The handling of this failure is referred to as a "complex procedure". A summary for handling the procedure is included in the QRH, which will be referred to upon completion of the ECAM procedure. The ELEC EMER CONFIG SYS REMAINING list is available in QRH.
The LAND RECOVERY pb should be pressed prior to commencing the approach. This action will not be delayed since this will allow the recovery of a number of systems required for landing, e.g. ILS 1 (if MMR not installed), SFCC 1, whilst shedding a number of systems that are no longer required, e.g. the operative fuel pump(s).
　
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本文鏈接地址：A330/A340 機組訓練手冊 FCTM Flight Crew Training Manual 2(31)