37000 Feet

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At rotation the first officer of an unidentified commercial fixed wing aircraft found the stabilizer trim setting provided by the computerized weight and balance program was insufficient to prevent excessive acceleration after lift off. Additional nose up trim was added and the flight proceeded normally thereafter.

Narrative:

As expected; we determined our takeoff would require full power due to conditions requiring engine anti-ice. The weight manifest directed a trim setting of 3.0 units which we set accordingly. A normal pushback and engine start were performed and we taxied to the deicing facility where the aircraft was de and anti-iced. Deice/anti-ice checklists were completed and normal taxi was accomplished. The airport was clear of traffic and we were cleared for takeoff as soon as we reached the runway. The captain aligned the aircraft on the runway and transferred control to me. Power application and initial roll were normal. At rotation; I noticed the aircraft required a significant amount of force to raise the nose; the airspeed was accelerating rapidly and we quickly accelerated to within 5-10 KTS of the maximum flap speed for flaps 15. I had to use both hands/arms to raise the nose to avoid exceeding the flap 15 speed; forcing me to add additional nose up trim to relieve the excessive force required to raise the nose. In addition; the captain reduced power to help assist. When a stable climb was established I noted the stab trim setting was 4.5 units. Once the speed was under control the rest of the flight was normal and without incident.

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Original NASA ASRS Text

Title: At rotation the First Officer of an unidentified commercial fixed wing aircraft found the stabilizer trim setting provided by the computerized weight and balance program was insufficient to prevent excessive acceleration after lift off. Additional nose up trim was added and the flight proceeded normally thereafter.

Narrative: As expected; we determined our takeoff would require full power due to conditions requiring engine anti-ice. The weight manifest directed a trim setting of 3.0 units which we set accordingly. A normal pushback and engine start were performed and we taxied to the deicing facility where the aircraft was de and anti-iced. Deice/anti-ice checklists were completed and normal taxi was accomplished. The airport was clear of traffic and we were cleared for takeoff as soon as we reached the runway. The Captain aligned the aircraft on the runway and transferred control to me. Power application and initial roll were normal. At rotation; I noticed the aircraft required a significant amount of force to raise the nose; the airspeed was accelerating rapidly and we quickly accelerated to within 5-10 KTS of the maximum flap speed for flaps 15. I had to use both hands/arms to raise the nose to avoid exceeding the flap 15 speed; forcing me to add additional nose up trim to relieve the excessive force required to raise the nose. In addition; the Captain reduced power to help assist. When a stable climb was established I noted the stab trim setting was 4.5 units. Once the speed was under control the rest of the flight was normal and without incident.

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.