Narrative:

I arrived at ZZZ to test fly after the annual inspection was completed. I spent three times the usual time pre-flight inspecting the airplane. The airplane has four different trim adjustment controls. All trim looked normal outside. When I entered the cockpit; I confirmed center on all four trims. The main rudder trim appeared centered; and moved freely. Prior to lift off I ran the engines at full power; and confirmed all instruments. Twice. All looked acceptable; except the right engine did not produce power to the red line. It was an inch or so below the red line. I made a note for the mechanic's squawk list. Along with three other items that did not affect safety of flight of the airplane. I requested and preformed a full power to full stop test on the runway without lift off. The plane pulled to the right slightly but was controllable with rudder use. I assumed it was p-factor. But after taxi back; I made a squawk note. I had filed a sfra flight plan to [waypoint]. But understand that on a test flight I need to stay within glide distance of the runway. So I asked to stay in the pattern. After the tower approved departure; I applied full power and soon after lift off experienced the plane crabbing extreme right. It was controllable with full rudder. I assumed asymmetric thrust from an engine problem. I was at about 800 feet AGL so I decided to reduce power on both engines to manifold cruise power. The tower asked me to turn left cross wind; and after I complied I saw the altimeter show 500 AGL and decent rate of approximately 400 fpm and tower requested a turn down wind. So I added full power; leveled the wings; and was working on the problem; and again reduced to cruise power; when tower said left base cleared to land. I considered landing; but was not configured to land. So I asked for a low approach. And continued reading the gauges; and controls; when tower asked for a left crosswind. Again I had a high sink rate and added full power. On downwind; I found the main rudder trim control was set about one turn from full right deflection. Once I centered the control; the turn coordinator ball centered; and no rudder pedal input was needed. And once I was no longer in a side slip; full power caused the plane to climb at approximately 2000 fpm. As soon as I noticed the high climb rate; I dialed in stabilator trim; and reduced power. But I may have violated the overlying class B airspace. Then immediately descended. My second pass was a missed approach. Now in control; I had time to configure the plane for landing. The landing; roll out; and taxi back were uneventful. After landing; I saw that what I thought was a center mark for the rudder trim control was a mark for full right trim. Possibly while lubricating; during maintenance; the control was moved. Two takeaways. It might have been safer for two people; to be in the plane for the test flight. (One to fly; and one to determine the problem) but I understand no passengers are permitted on a test flight. Second; I should have requested; direct to [waypoint] gate. So I would have had more time to determine the problem; without so much interaction with directions from the tower. But I understand when on a test flight I need to remain within glide distance of the runway. No conflict with any other aircraft occurred at any time. And I met with the mechanic after landing; and explained the squawk list; low right manifold pressure; and the trim problem.

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Original NASA ASRS Text

Title: C340-A pilot reported the aircraft difficult to control and a possible airspace violation; during a test flight; after it was released from maintenance.

Narrative: I arrived at ZZZ to test fly after the annual inspection was completed. I spent three times the usual time pre-flight inspecting the airplane. The airplane has four different trim adjustment controls. All trim looked normal outside. When I entered the cockpit; I confirmed center on all four trims. The main rudder trim appeared centered; and moved freely. Prior to lift off I ran the engines at full power; and confirmed all instruments. Twice. All looked acceptable; except the right engine did not produce power to the red line. It was an inch or so below the red line. I made a note for the mechanic's squawk list. Along with three other items that did not affect safety of flight of the airplane. I requested and preformed a full power to full stop test on the Runway without lift off. The plane pulled to the right slightly but was controllable with rudder use. I assumed it was P-factor. But after taxi back; I made a squawk note. I had filed a SFRA flight plan to [waypoint]. But understand that on a test flight I need to stay within glide distance of the runway. So I asked to stay in the pattern. After the Tower approved departure; I applied full power and soon after lift off experienced the plane crabbing extreme right. It was controllable with full rudder. I assumed asymmetric thrust from an engine problem. I was at about 800 feet AGL so I decided to reduce power on both engines to manifold cruise power. The Tower asked me to turn left cross wind; and after I complied I saw the altimeter show 500 AGL and decent rate of approximately 400 fpm and Tower requested a turn down wind. So I added full power; leveled the wings; and was working on the problem; and again reduced to cruise power; when Tower said left base cleared to land. I considered landing; but was not configured to land. So I asked for a low approach. And continued reading the gauges; and controls; when Tower asked for a left crosswind. Again I had a high sink rate and added full power. On downwind; I found the main rudder trim control was set about one turn from full right deflection. Once I centered the control; the turn coordinator ball centered; and no rudder pedal input was needed. And once I was no longer in a side slip; full power caused the plane to climb at approximately 2000 fpm. As soon as I noticed the high climb rate; I dialed in stabilator trim; and reduced power. But I may have violated the overlying Class B airspace. Then immediately descended. My second pass was a missed approach. Now in control; I had time to configure the plane for landing. The landing; roll out; and taxi back were uneventful. After landing; I saw that what I thought was a center mark for the rudder trim control was a mark for full right trim. Possibly while lubricating; during maintenance; the control was moved. Two takeaways. It might have been safer for two people; to be in the plane for the test flight. (one to fly; and one to determine the problem) But I understand no passengers are permitted on a test flight. Second; I should have requested; direct to [waypoint] gate. So I would have had more time to determine the problem; without so much interaction with directions from the Tower. But I understand when on a test flight I need to remain within glide distance of the runway. No conflict with any other aircraft occurred at any time. And I met with the mechanic after landing; and explained the squawk list; low right manifold pressure; and the trim problem.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.