James7
Am conflicted by the wording. The scenario would go close to the upset that occurs here. If the APLT trips, the crew are going to be further behind the aircraft when they start putting in any corrections, assuming that they recognize that the problem is an actual roll event, not an instrument error, lots of accidents that the crew has assumed it is an instrument, and as many where the crew have followed flagged info or failed info without flags.
If the trigger event is the split thrust lever condition, with one at climb power, then recovery would still be achievable up to some point in the dive with the thrust lever remaining where it is, Optimal is getting rid of the asymmetry by going to idle, most times a safe bet, or increasing thrust on the other engine. coming back to idle is the fastest way of achieving a balanced known thrust, acceleration is slower at lower RPMs, and thrust output change for a change in RPM is greater at higher RPM. grabbing the levers and bringing them back to idle is not complicated. by omitting to disconnect the ATR. But, in any case, until well into the dive, the yaw and roll authority that remains even with an asymmetry is able to be countered. Not ideal, but possible.
Any time an aircraft is out of control, the action of closing the throttles and neutralizing the controls will result in the aircraft stabilizing in a dive, either right way up, or upside down, but in a dive. There are one or two notable exceptions to that, but historically crew response to a surprise upset is to exacerbate the problem.
Spinning or autorotation, in this case, is not needed but could happen, if the crew had added large amounts of elevator and stalled with the yaw still happening. That would make for a tough recovery in IMC or broken visual horizon conditions. That needs a 3 1/2 to 4 g pull to happen, which could be possible, but it is not needed.
USAir427 may have benefited from hands-off. UAL585 probably not. AF447, certainly would have. Perpignan, nope. CAL Nagoya, Nope/maybe, CAL TPE, yes, Soichi, yes, The B717 stall test pull though, yup.
Years back, checking an examiner in an NG sim, the crew he was instructing was given a microburst scenario, off-axis entry. the aircraft flicked upside down and faceplanted. Repeat did the same thing. They called a coffee break and called in the techs. I flew the same scenario, and if the aircraft was not loaded up, it flew through the microburst happily. Alternatively, pulling hard enough to stall led to autorotation due to the yaw that was coming from the off-axis entry. I flew the QTG for the sim at the same time, and that matched nicely in all respects. The sim wasn't faulty, the crew's awareness of the conditions had holes. Flying that manoeuver essentially hands-off, the microburst was able to be negotiated without a face plant.