Which incident are you referring to here, Old Akro?
Report WPR09LA451. B200 Kingair. The main wreckage was 4420 ft from the point of lift off at about 10 deg from the runway centre line. The rudder trim was full left
AND elevator trim 9 degree nose up (should have been 2-3)
AND the RH propeller " one half inch forward of the feather position"
AND both power levers were one inch aft of the full power setting.
AND the left condition lever was in the low idle position while the right condition lever was in the high idle position.
The report notes: "The Hawker Beechcraft investigator stated that the position of the right propeller lever “…would cause the right engine to reach a higher torque because the propeller is now on the primary governor. The result would be a yaw in a left direction.” "
So, this aircraft should have had a much larger left yaw than ZCR, yet it basically crashed on runway heading, suggesting that the pilot had directional control.
The NTSB report did not attribute a cause of the accident to any particular one of the mis-set controls, but the pilot said: " The pilot added that he had
both hands on the yoke until the airplane crashed. " which infers that it was not the rudder correction that was his main struggle.
By comparison with the US B200 which crashed 4420 ft from lift off 10 deg of runway, ZCR crashed about 1500 ft from lift off and about 40 deg from runway heading. There is no indication in the report that the US B200 climbed above 100 ft. ZCR achieved about 650 ft before descending.
The two incidents barely seem analogous. and I think the US incident suggests that directional control can be maintained despite full left rudder trim. It would have been good if the ATSB tested this