And once again from me:
If you Keep a B200 with 2 Engines running below 160ft, after 5100ft distance you are going the better of 160kts even with the gear down.
If you Keep the Speed below 110kts, wich almost no one would do ( read below), the Ship would climb at an unsane angle.
In Europe, "Norwegian Air Transport" trains to climb at V2. Everybody else i know, trys to get to Cruiseclimb as fast as possible. To build up some kinetic Energy and to pass 121KT= V2 Flaps up, to raise the flaps (( 1% mor Gradient)), wich happens usually around 50ft AGL
Unfortunatly the B200 i fly is in Maintenance/Repair, otherwise i would try the Scenario at an safe Altitude and Report.
Slighly Off Topic, but related to the Accident:
The reason i dont like to climb with V2 on an 2 Engine Departure is: You are maintaining an Pitch Attitude of give or take 20degr. @ 121KTs clean( Stall Speed 100kt ...). Now one Engine quits and you Need to decrease your pitch to 10degr. while the Aircraft is getting slower and trying to roll on its back. All the Odds are against you in this Scenario.
Every knot of Speed you carry more is just safety! If you climb out with 10degr. you do 160kts, the recommended Cruise climb.
If you loose an Engine above V2se, just maintain Pitch - Keep Directional Control, wich is easier because of reduced Torque effects - Clean up - Check Autofeather in Progress and relax!
I just dont buy the conclusion of this Accident Report. It might even happened that the Pilot has put the trim in the wrong direction while airborne. I have seen this happen with unexperienced Copilots, until it settled into them wich direction to turn. Usually they werent used ( or trained) to work the Ruddertrim and where at first annoyed to get ordered to trim "all the time".