The Q400 does autotrim when going from flaps 15 to 35; it does not do so for other increments. The autotrim when the autopilot is on is not the best. Most of us have gotten in the habit of having both hands on the yoke at autopilot disconnect because we often don't know what to expect. It is never extreme difference though, just irritating.

The glideslope will not capture until after the localizer has captured. Probably the better way of doing it but it does mean we have to hand fly approaches a little more often when we are given bad vectors.

The plane does have a lot of power for a turboprop and would imagine it would be a lot of work when adding power and trimmed at 135 kts. It is also very rudder intensive when adding or reducing power. I am not sure how I would react but would have it in the back of my mind the non-coordination in a stall thing when adding power. You might say I just need better stick and rudder skills but with the Q400 it is difficult to feel coordination and there isn't control feel in the rudder. You have to pay a great deal attention to the inclinometer to keep the plane coordinated during power changes.

I have had the stick shaker go off climbing through 19,000 at 230 kts indicated towards the end of the day at night. The system was malfunctioning, but it was very disorienting when I wasn't geared for what was coming. It took us a little too much time to figure out what was going on. If it had been an actual stall we would have been in trouble.

I do not want to guess on the cause of the accident. Only want to chime in from my experience as it might shed a little light on what is being put forth so far. Also, if it did happen as some are speculating, I could see from my experience with the plane how easy it would be to react the way some are thinking the crew might have reacted.