There is information that the left prop had previously suffered a prop strike. Also the same source said the gearbox was not torn down. If that is the case and the gearbox failed then the core would continue to run and no power would be produced. The auto feather wouldn’t work because there would be no engine failure. Also the rudder boost wouldn’t sense a engine failure. I challenge you or any other pilot here to be able to recover from that. (Btw I have pics of the engine). What we need here is less speculation and more compassion. The other thing most don’t consider is something even more common and that is a engine runaway, where both engines are operating but the fuel control feeds almost unlimited fuel to one engine. I’ve seen that twice.
I pray for the people and families of those on board. Josiah, your comments are extremely unprofessional and show your ignorance.You weren't in the cockpit, you don't know what happened. It's comical to hear you compare this to a loss of an engine on a jet. Having only 15000+ hours commercial, all A/C react differently. I've flown A/C that you lose an engine you have seconds to get almost full opposite rudder and lower wing. My point, don't condem others when you have no fr*"" clue as to what happened in the cockpit. If it is determined pilot error then that's what it is. If it's isn't then that's what it is.
I fly a 350i. It’s very ez for maintenance to cross-rig the rudder boost.......so much so that there is a required check on the run up to verify proper rigging. Let’s hope this wasn’t a factor.
The King Air crash in Hawaii,though a different model, was a similar scenario, a left rollover soon after takeoff. Is it just me, or are there a lot of BKA engine failures?
Also, how do you get a short to medium range aircraft from California to Hawaii? The Hawaii crash aircraft was a former California resident.
A pilot who observed the crash 55 seconds into the video. https://www.youtube.com/watch?v=IQ0ymzdLgU4 He says the plane wasn't making takeoff power looking tail low and he knew something was wrong. After taking off it rolled left.
Maybe he didn't have pitch set for max power making it sound lower than usual takeoff power. No mention of losing an engine.
Two scenarios require decreasing the pitch: failure of one engine and stall. If you are at Vyse and lose an engine you will go below Vyse if you don't decrease pitch. Fundamental law of aerodynamics. This sounds like either a Vmc roll over or an uncoordinated stall. Both of which are pilot error sadly. The King Air is a wonderful airplane, but just like aviation in general is terribly unforgiving of carelessness, error, and neglect. Hope the NTSB can make a proper determination as to the cause of this tragic event.