You are not correct
Sorry, you are right. Went back and looked at some notes. The aircraft was believed to be overweight and outside the aft CG limit. Nobody at GAF was interested in looking into what might have happened, because amongst other things N24 certification was causing headaches. What might have happened to the Sabah aeroplane was better understood when the N24A was certified. The extra 1,000 lbs in N24A AUW made it even easier to load outside the aft limit, so "a bit aft" of the aft limit was briefly looked at (9500 odd lbs), and there was no pitch down controllability when flap was deployed. With flap going down, if any pitch up was allowed to develop, then full forward stick would not arrest it and speed would rapidly decrease . There was much scrambling for the flap paddle to retract flaps during that test. MOD N211 which regeared the control circuit was introduced to increase the maximum tailplane deflection which sorted that bit out. The problem with this summisation was that the Sabah aeroplane would have needed to depart flapless or with 10 degrees max, and though quite possible, there was no way to confirm that and of course would have had marginal stability in cruise.
am