I have read through all the posts and I can't find any mention of when it is necessary to turn the Prime Pumps on. There are a lot of comments about the Transfer Pumps being off, and that the pilot inadvertently turned the prime pumps on when he meant to turn the transfer pumps back on.
Basically, with the fuel starvation, the engines would have started to suck air, and you get FUEL PRESS caution on CAD. The actions for this is to turn the PRIME PUMP(s) ON. This would explain the position of the switches, if that is how they were before impact.
Of course, not knowing what the fuel display actually indicated to him on the CAD, we will never know.
Another point raised by a colleague; once your electrical power is only being powered by the battery (following a double engine/generator failure), you constantly get a red BAT DISCH warning and audible gong appearing.
This is the same audio gong and another red warning in close proximity to the ROTOR RPM warning, which he probably also would have had in auto.
So put yourself in a position of looking out, at night, in auto over a city and you keep getting a red warning visible out of the corner of your eye, and the gong telling you (you assume) that the Nr is high (106%) and rising, so you raise the lever to contain (because that is what you are trained to do!! - forgetting in the heat of the moment that NR is your friend and it doesn't matter(to a point) if it gets too high) - where as the audio gong is for the BAT DISCH, and you cannot hear the Intermittent Low tone for LOW NR.
And it's proven that in high workload, it is your hearing that goes first. But as has been said, without a CVR/FDR....