Have any aircraft parts been found under the flight path away from the impact zone?
In the Boeing,asymmetric flaps are automatically limited to 6 deg so as to avoid asymmetric lift and the possibility of loss of roll
control.If the flaps were not retracted in the confusion of a UAS event,they could become over-stressed and depart the structure.If one assembly departs before the other side.this would explain the sudden loss of roll control and the ensuing dive.
The very last thing you'd do, confronted with a Unreliable Airspeed scenario, is try to race back to the field/"immediate return" and just "look out the window to land". These things provide NO seat-of-the-pants feedback like a bugsmasher does. With no other assistance, a UA landing is very difficult and requires careful planning.
Hmm...pitot-static anomalies are tricky.They arent trained much,they confuse quickly and are highly unforgiving.If the UAS is apparent after liftoff and it affects "both sides",then the last thing you want to do is prolong the flight.Ideally,you discover the anomaly prior to liftoff during the airspeed crosscheck at 80/100 and abort.However,some anomalies arent detectable until after liftoff.If the statics are the problem,then the ASI will read normally on the takeoff roll but in a climb it is measuring ram versus artificially high static pressure which leads to an ASI underread.You are flying faster than indicated.Opposite is true in a descent.If altimeters dont register a climb after liftoff and you get a windshear warning in calm air and/or a stick shaker you need to act quickly and RETURN.You dont fly around with unreliable basic instruments.You have 3 basic enemies in this situation:a)Confusion-your brain must disregard what your instruments are telling you b)Nuisance warnings-overspeed/shaker are highly distracting and you must block them out or disable them c)Time-the longer you expose yourself to the confusion and chaos the more stressed and fatigued you become.
In short if the UAS is detectable near terra firma,land asap.You have radio altimeter up to 2500',you have IVSI,you have IRS GS,you know your attitude/thrust settings for S&L and approach.Never attempt to engage automation as it is fed with the same false data.Stay in the circuit,NO CHECKLIST,fly the plane,ignore ALL warnings except EGPWS and land.
If its "single side" anomaly,you cross check the ASIs and hand over control to the pilot with the good data.You still return but now you have more time to play with,checklists may be done etc.