A little bit of context. It's a very large trim. You'd think it would be hard to miss it
The big unanswered question is, assuming the trim was left full left for the take-off, could the pilot counteract it?
The report has not tested this.
They put a guy in a SIM, but he did not fly the accident profile. The SIM flew up to (or slightly over) 140 knots, but the accident aircraft did not get above about 112 knots airspeed (report lists groundspeed).. If the trim condition was the cause of the accident and the SIM flew the accident profile, then the SIM should have a) not got above 112 knots and b) crashed.
The other alternative would be to do what the ATSB did in the last trim related fatal accident at Essendon - the Partenavia. in 1978. In this instance the ATSB flew a real aeroplane in a disciplined test manner and recorded the force required to counteract the elevator trim at different trim settings and airspeed. The results table was part of the report. I would think that a diligent report would have followed the same methodology the ATSB used in the past.
As a result of the Partenavia accident an AD was issued soon after that changed the elevator trim limits. If the out of position rudder trim is so catastrophic and there is a history of other incidents, you would think that some review of the B200 rudder trim might be warranted and mooted in the report.