Hi everyone,
I want to stay clear of nasty politics and deal with facts so I have a couple of things to add / ask and I will let you guys carry on.
1. Has anyone looked at the NTSB report on the Wichita, Kansas B200 crash? Its very similar.
2. Has anyone considered that the elevator trim in this incident was found fully nose up but attributed to impact forces and yet impact forces have been discounted with regard to the rudder trim. Why???
3. From personal experience I can tell you that a loose friction nut rollback will leave approximately 600 ft lbs of torque in play hence the ," producing power condition," of the left engine.
4. Systems knowledge here. If you have a failure of the instrument bleed air valve in the "off" position on say the right engine the rudder boost system would sense a lack of reference air from the right engine therefore assuming an engine failure and it would cause the rudder boost to activate and the aircraft would want to veer into the opposite engine. In this scenario the pilot could possibly wind in a heap of rudder trim to compensate or reduce power on a good engine or a combination of both. Confused????
5. A lot of conclusions have been drawn from the state of the wreckage however a lot of change, trim or power lever movements, could have been happening in the cockpit in those short seconds before impact.
I shall leave you guys to it and I look forward to the comments.
Groggy