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Hard to say his exact reason for the 180 and return to Lake Norman. He bypassed two much better airports for an Emergency landing.

The OP did a proper TAS check running a triangle using a TAS calculator for the results. He confirmed the GS with multiple GPS’s. His current TAS is accurate.

Ever slip to get down? That should answer the question.

How propellers react to an impact accident is based on a wide variety of factors. I was a trained accident investigator and blades simply don’t look like what you expect. What is far more important are witness marks and the NTSB documented them carefully. Reading that I have no doubt the engine...

Your understanding of what happens in a roll is very incorrect. PT6 engines are rolled constantly in many different aircraft. Even if the specific version did not have a negative G oil system a proper roll would not hurt the engine. The same applies to the piston aircraft you reference. The...

He should be able to tell if the aircraft is yawing by feel but if not simply tape a 12 inch string to the cowl in front of the windshield. I am still betting on the nose gear cocking.

Check all your grounds for corrosion particularly the engine and alternator grounds. Each should probably be removed and cleaned.

Inspections like this are carried out almost constantly for various things discovered during maintenance. Had this not been a MAX it would never have made the news.

Same for the A330. It has sufficient bleed air at idle to anti ice the cowls. Fan blades however have no protection so the engines are periodically run up to shed the fan blade ice via centrifugal force. The time limits are set to prevent ice buildup on the fan from reaching a point where it can...

11lbs is a lot of force. As components wear preload is often lost. I am still betting the nosewheel is cocking over in flight. This results in the rudder trim issue and loss of speed.

Best to find out what the actual spec for your aircraft is and verify it falls within that range.

By running the triangle and inputting the speeds he confirmed there is no AS indication failure.

The Nosewheel should have a preload specification. If you can easily push it around with your foot you might have found the problem. Watch this video.

F1 Rocket

Well back to the nose gear again!

One other consideration. The Dynon requires a unique testing method during pitot static tests or damage/calibration issues can result. Did this start immediately after your system test? Many A/P’s used to working on certified aircraft don’t know this! When a pitot or static test is performed...

The first thing I would do is double check your true airspeed. The link below gives an accurate method to determine what the aircraft is doing. http://www.csgnetwork.com/tasgpscalc.html Winds posted by non inertial systems like the Dynon are notoriously inaccurate. I would view those winds as...

If near the burst I suspect aircraft will drop like flies. The military once did EMP testing near ABQ on a giant wooden structure. It did not go well even for EMP hardened aircraft. The legacy F18 retained a mechanical backup system with EMP part of the reason. Distance is however your friend...

There are lots of rumors about airline pilot health but statistically pilots live longer than the average.

Ships sink submarines!