While I hate to point fingers and have avoided it as much as possible in previous posts, it's becoming very clear what happened. It's certainly a human error.
The other issue that stands out to me is that F30 was called for (not moved) and the condition levers placed into FTR but then F30 was stated as in position. This is unlikely to occur in the time line stated. As soon as the CLs got to feather the ACW goes off line, some residual hydraulic pressure may remain to drive the flaps to 30 but not likely. Also as soon as ACW goes off line you know about it. It's an electrical aircraft.
Originally Posted by
Tu.114
Some questions to those in the know.
1. On the ATR, are the condition levers and the flap lever adjacent to each other? Yes they are next to each other but I have never seen a crew mistake the two. Both CLs have independent triggers so it would require some thought and intent to lift both at the same time
2. a. How are the condition levers and how is the flap lever protected against inadvertent movement? Latch triggers on the CLs. The Flap (which is ergonomically the shape of a flap needs to be lifted them placed into position.
b. Do the levers themselves have to be pulled out of a detent or is there a little latch mounted beneath the lever that has to be pulled to open the latch? Yes
c. Are there differences between the respective levers latch types or is the required action to unlatch the lever the same on both? As above, very very different levers and mechanisms
d. Are there differences between ATR subvariants? Yes but very minor, but a rather moot point. This crew (I believe) have only operated the 500 variant