Gazumped
For someone who has supposedly read the accident report from cover to cover, studied it, and used it as a training guide, you continue to make unconditionally declarative statements that are simply not supported by its contents and in a manner that is defamatory to a deceased pilot. I am refering to your contentions that the PIC "... did retract the gear, but late, he did not retract the flap till his IAS was approx 95k, putting him 26K below blue speed, (his blue speed flap out was 106k), he eventually feathered the propeller very late, in ground effect ..."
I draw your attention to Section 1.16.7 Aircraft Performance on p.18, specifically;
"Whilst the landing gear was retracted when the left engine failed and the left propeller probably feathered shortly afterwards, it was not known at what point the flaps were retracted."
and 1.16.8 Left Propeller Feathering on pp.19-20, specifically;
"... it was considered only valid to conclude that the pilot had most probably feathered the left propeller shortly after the left engine failed."
1.16.9 Flight Path Reconstruction re-iterates that the left engine failed after the landing gear had been retracted and that "... at about 1908:30 hours [11 seconds after the left engine failed], he manually selected the left propeller to feather."
Section 2 Analysis (p.25) also states "... When the left engine of VH-AAV failed it is known that the landing gear was up ..."
The report (p.26) also makes the observation that "The pilot might have contemplated ditching the aircraft, but the short time available would not have permitted this to be a carefully planned manoeuvre."
There is nothing at all in the report to support your contention that "... the failed engine pumped through the water in the fuel, and reignited, and was at stable idle at impact ...". In fact the report specifically states in Section 2 Analysis (p.24) that;
"The only finding of significance during the examination of the left engine was numerous droplets of water in the FCU and downstream components. The water was present in sufficient volume to conclude that it had probably caused a flame-out."
Further, Section 1.16.1 Engines and propellers (p.13) states that when the left fuel control unit and fuel pump were inspected water was found throughout the fuel nozzles, transfer tubes, flow divider, FCU outlet line and the fuel pump itself. The report (p.14) also concludes that "... the pilot had retarded the left power lever as part of his left engine shutdown procedure."
I'd be very interested to hear how you were able to ascertain the speed at which the flaps were retracted when the DoT couldn't.
In sum, the gear was not retracted late (it was up before the left engine failed), the timing of flap retraction is not known and the left propeller was not feathered very late, it was feathered promptly after the left engine failed.
Maybe you should properly reacquaint yourself with the report particularly if you are applying your grossly misconstrued mental model of the accident to training. In the meantime, please refrain from further slandering a pilot who can not respond.
Cheers,
Mick