A crj-700 first officer was unable to flare the aircraft just prior to landing because of a failed a...

Narrative:

The captain and I operated a ferry flight. The pre-departure and departure were normal. At an intermediate altitude prior to our cruise altitude we received ap trim nd caution message. Before the QRH was called for the caution message extinguished. The cruise; descent; and arrival were normal. The beginning of the approach was normal. We had the field insight and were given a visual approach. Just past the FAF with the aircraft configured for landing I disconnected the autopilot. At that point in time I felt like I had positive control of the aircraft and began using the yoke trim to trim the aircraft for landing. Everything felt normal to about 100 ft. At that point I tried to raise the nose for a landing attitude and was unable to bring the control column back. I briefly looked down to the floor for an obstruction or to see if I was at the full aft position which I was not. I then looked at the captain's control column for an obstruction which there was none. I think at 50 ft I stated to the captain I was unable to pull back or flare. He immediately grabbed his yoke and we were both pulling back. With the nose low attitude I added a little thrust to arrest our descent. At that point I felt the control column break free and move aft of its' prior position. I immediately reduced the thrust to idle; set a landing attitude; and touched down at a normal rate in the touchdown zone. The rollout and exit from the runway were normal. After exiting the runway the captain asked if I heard a loud thud coming from the back of the aircraft when we regained control. I did not hear the noise. He then asked for another control check with the flight control synoptic page on the EICAS. I completed the check with no abnormalities in the flight controls. The taxi in and parking was normal. The post flight walk around did not show any damage to the elevator or tail section of the aircraft. With the low altitude and the speed at which everything happened I would find it hard to avoid this event. Without the quickness of the captain helping me pull back on the controls I think the outcome could have been different.

Original NASA ASRS Text

Title: A CRJ-700 First Officer was unable to flare the aircraft just prior to landing because of a failed autopilot trim servo but mechanically overrode the locked servo with the Captain's assistance.

Narrative: The Captain and I operated a ferry flight. The pre-departure and departure were normal. At an intermediate altitude prior to our cruise altitude we received AP TRIM ND caution message. Before the QRH was called for the caution message extinguished. The cruise; descent; and arrival were normal. The beginning of the approach was normal. We had the field insight and were given a visual approach. Just past the FAF with the aircraft configured for landing I disconnected the autopilot. At that point in time I felt like I had positive control of the aircraft and began using the yoke trim to trim the aircraft for landing. Everything felt normal to about 100 FT. At that point I tried to raise the nose for a landing attitude and was unable to bring the control column back. I briefly looked down to the floor for an obstruction or to see if I was at the full aft position which I was not. I then looked at the Captain's control column for an obstruction which there was none. I think at 50 FT I stated to the Captain I was unable to pull back or flare. He immediately grabbed his yoke and we were both pulling back. With the nose low attitude I added a little thrust to arrest our descent. At that point I felt the control column break free and move aft of its' prior position. I immediately reduced the thrust to idle; set a landing attitude; and touched down at a normal rate in the touchdown zone. The rollout and exit from the runway were normal. After exiting the runway the Captain asked if I heard a loud thud coming from the back of the aircraft when we regained control. I did not hear the noise. He then asked for another control check with the flight control synoptic page on the EICAS. I completed the check with no abnormalities in the flight controls. The taxi in and parking was normal. The post flight walk around did not show any damage to the elevator or tail section of the aircraft. With the low altitude and the speed at which everything happened I would find it hard to avoid this event. Without the quickness of the Captain helping me pull back on the controls I think the outcome could have been different.

Data retrieved from NASA's ASRS site as of July 2013 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.

Attributes
ACN	1022767
Time
Date	201207
Local Time Of Day	1201-1800
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	Regional Jet 700 ER/LR (CRJ700)
Operating Under FAR Part	Part 91
Flight Phase	Landing
Route In Use	Visual Approach
Flight Plan	IFR
Component
Aircraft Component	Elevator ControlSystem
Person 1
Function	First Officer Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 70 Flight Crew Total 9873 Flight Crew Type 6470
Events
Anomaly	Aircraft Equipment Problem Critical Inflight Event / Encounter Loss Of Aircraft Control

A crj-700 first officer was unable to flare the aircraft just prior to landing because of a failed autopilot trim servo but mechanically overrode the locked servo with the captain's assistance.