I'll go first.
Full Flaps, Gear Down, small and compact crash site with debris scattered in a yawing momentum pattern.
Density Altitude was 2800' at the surface around 8pm last night. Couldn't have been much lower around 11am with an overnight low of 65' with 80% humidity.
In basic multi-engine instruction 20 years ago, we spent an hour briefing the maneuvers, calculating stall speeds and density altitudes for the conditions expected prior to flight. I have sat in many fbo's in earshot of schools and 135 training flights where these factors received little or no redress. Too, many flight departments are too quick to rush through training in order to put a check in a box and sign someone off fit for PIC duty. They further pi55 in murphy's cornflakes when the instructor permits students' performances to encroach their own personal limitations which in this case we will find were well beyond the limits of the airframe for the ambient conditions that existed at the time.
Since when did we become test pilots or think we know more than manufacturers of these fine aviation products? It is an industry of NUMBERS! TOLERANCES! LIVES! Disregard for anyone factor will severly inhibit the survivability of the other's.
I do grieve for the loss of a brother and a competitor's valuable assetts as well as the families'. I kringe at the thought of the tort suits circling and the FAA's frothing at the concept of shutting down internal training of 135 operator's. Truth is the training department probably lacked some oversight or leadership that contributed to the loss of these lives, but the suits won't stop until Commander aircraft assetts, the operator and others like them are 'made to pay' or are shut down because of a rush to put a check in a box.
Knock this crap off guys and gals. You are better than this!
100-1/2