23 seconds from onset of shaker to impact, power was up within a couple seconds of shaker onset.
"That's the most ice I've seen in a long time"
Ice most certainly had its part.

That in and of itself ends the conversation. If he would have fire-walled it, they would have been fine. I suppose anyhow, but(the more I think about it) the captain had no business being in command of that plane. First action of a stall encounter is as natural as it is to jump out of the way of a mack truck. I'm thinking since he lacked the competancy of basic stall recovery, it was just a matter of time before something else would've gotten him. If I were a surviving family member, I am not sure I would want his name on the memorial.

I've never understood why everyone talks about poor stall recovery in this crash. People should be talking about the fact that he stalled the airplane. Stall recovery should never have been an issue. How bout don't stall.

And yes his name should be on the memorial. His family lost someone just the same as other families did.

My ground school instructor at Colgan was supposed to be the captain on that flight. He was involved in the simulation of the accident scenario during the investigation. The power was never advanced beyond about 73% torque if I recall, the captain held the yoke all the way back and the FO retracted the flaps. The simulations concluded that the retraction of flaps made the event unrecoverable... Even with the power in the low 70% range and the yoke all the way back, the aircraft would recover in the available altitude. Unfortunately the FO's uncommanded configuration change was the final link in the accident chain.

The Q400 bleeds energy like crazy below 200 knots... Above, not so much, fatigue combined with weak skills could cause it to creep up on you.

Are you capable of answering the question without a smart aleck response or is that your normal play when it comes to unpopular speech? Change my mind with facts and transparency, key components in finding any truth.

You heard wrong. Read the NTSB report and watch the FDR. The airplane was already rolling over before the flaps were retracted. Once your are 40 knots below the stall speed, 10* of flaps won't matter (especially if you are fighting a stick pusher).

Pilots generally over report ice and turbulence. Just because a pilot says there is a lot of ice doesn't mean it was beyond the capabilities of the aircraft. A nice feature on the Q was an ice spigot. It is designed to collect ice and not remove it in order to let the crew now now much cumulative ice they have flown in. That thing will pick up a lot of ice, but when you look at the wings, they are clean because the boots can remove it. When a Q pilot talks about ice, they are usually looking at the spigot. And as said before, the power was never brought all the way up.

I've always wondered whether they thought they had a tailplane stall....... for which correct recovery is aft elevator, retract the flaps, power to a specified (not necessarily full) setting. Given the fact that tailplane stalls occur more readily with flaps extended, and that the stall occurred at the moment of flap extension, the "recovery" they tried to perform would have made sense. Obviously, it would have sense EXCEPT for the super low airspeed and stick shaker. There is no excuse for missing these cues. But I'm still curious what any Q drivers would think. Could the conditions of flight have suggested a tailplane stall?

No. The Q tail was designed to prevent a tail stalls. That is why there is a large bulge on the top of the tail that the smaller Dash-8s do not have. Because of this, there was no tail stall training given in training then. After the crash, they did incorporate it into the training only because the NTSB thought of that was the cause early in the investigation, so Colgan rushed to include that into training. Then the NTSB figured icing was not a cause, but Colgan left it in the training. I find it very unlikely that two pilots concluded they were in a tail stall without any discussion and executed a recovery procedure they didn't teach in training.

This, again? Just read the report. We are all pilots, we can all read at a High School level or higher. Just read the report and all the ridiculous questions about 3407 will be answered:

Aviation Accident Report AAR-10-01