Narrative:

The before start checks were completed and engine start initiated; during engine start on the #2 engine; all parameters were normal except that the ecu (electronic control unit) remained faulted. Performed 1 reset on the ecu and it resumed normal operation. The same process occurred on the start of engine #1: all parameters normal except for the ecu remaining faulted. Reset the ecu and it resumed normal operation. We completed the after start checks and the props were brought out of feather to maximum RPM with normal indications. We taxied out to the de-ice pad; temperature was 0 degrees celsius and visibility was 1/4 mile in freezing fog. The crew kept their eyes outside the aircraft due to the low visibility. We arrived at the de-ice pad. I set the parking brake and called for the quick turn checklist. I then brought the condition levers to feather. I immediately noticed an abnormal noise and looked at the engine gauges. I saw that the torque was beginning to increase and immediately decided to shutdown the engines. The #2 engine moved into fuel shut off; but the #1 engine was stuck on gate in the feather position. At this point I saw torque moving through 60% and moved my focus onto the condition lever to get it past the gate. Captain was eventually able to move the #1 condition lever into fuel shut off. The result of this was an over-torque of the propellers on engine #1. Several factors contributed to this event: 1) this was the first flight of the week and maintenance had been performed the previous weekend. When that maintenance was performed; the feather control circuit breakers had been pulled for both engines and had failed to be pushed back in.2) the pulled circuit breakers had failed to be identified by the first officer in his preflight.3) I failed to identify that the lo pitch lights did not illuminate when I brought the propellers out of feather prior to taxi.4) the condition lever for engine #1 was stuck on the gate at the feather position. It took repeated attempts by both of us until the first officer was finally able to move it into fuel shut off; at which point too much time had passed allowing an over-torque.

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Original NASA ASRS Text

Title: An ATR72 mechanic failed to reset prop feather and control circuit breakers following a periodic check. When the crew started the engines and attempted to put them into idle feather; the props over torqued.

Narrative: The before start checks were completed and engine start initiated; during engine start on the #2 engine; all parameters were normal except that the ECU (Electronic Control Unit) remained faulted. Performed 1 reset on the ECU and it resumed normal operation. The same process occurred on the start of engine #1: all parameters normal except for the ECU remaining faulted. Reset the ECU and it resumed normal operation. We completed the after start checks and the props were brought out of feather to maximum RPM with normal indications. We taxied out to the de-ice pad; temperature was 0 degrees Celsius and visibility was 1/4 mile in freezing fog. The crew kept their eyes outside the aircraft due to the low visibility. We arrived at the de-ice pad. I set the parking brake and called for the quick turn checklist. I then brought the condition levers to feather. I immediately noticed an abnormal noise and looked at the engine gauges. I saw that the torque was beginning to increase and immediately decided to shutdown the engines. The #2 engine moved into fuel shut off; but the #1 engine was stuck on gate in the feather position. At this point I saw torque moving through 60% and moved my focus onto the condition lever to get it past the gate. Captain was eventually able to move the #1 condition lever into fuel shut off. The result of this was an over-torque of the propellers on engine #1. Several factors contributed to this event: 1) This was the first flight of the week and maintenance had been performed the previous weekend. When that maintenance was performed; the feather control circuit breakers had been pulled for both engines and had failed to be pushed back in.2) The pulled circuit breakers had failed to be identified by the First Officer in his preflight.3) I failed to identify that the LO PITCH lights did not illuminate when I brought the propellers out of feather prior to taxi.4) The condition lever for engine #1 was stuck on the gate at the feather position. It took repeated attempts by both of us until the First Officer was finally able to move it into fuel shut off; at which point too much time had passed allowing an over-torque.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.