Narrative:

On climbout at approximately 800 feet AGL the stabilizer trim; mach trim caution messages illuminated. Assuming it was pilot error and that I may have hit the disc switch I asked the pilot not flying to re-engage the stabilizer/mach trim. It stayed engaged until the flaps came up on the after takeoff checklist. We completed the QRH and the trim reengaged and the autopilot (ap) was engaged. Soon there after we received the caution messages again followed by the ap nu/nd and east trim caution messages and associated indications. We continued with QRH and I disengaged the ap and began to hand fly the aircraft. The nose was really heavy and we decided the best option was to return because it was right behind us and I was seriously concerned about a possible trim runaway. It gets pretty fuzzy from here. I can't remember when the pitch failed again. I do know that we were configured flaps 45 and completed all the checklists; briefs through the decision altitude (da); landing data; flight attendant/passengers notified and such. The landing was difficult holding the out of trim aircraft but still smooth. I didn't declare an emergency because I honestly never got that far in my head. I was focused on flying the aircraft. Gate return was pretty normal from there and we contacted the dispatcher as soon as we got back to the gate. Total flight was 16 minutes. The deviation occurred because of the pilot induced pitching moment on the aircraft and getting used to the heavy nose. The course deviation was approximately the same time. I miss understood the controller and honestly I'm not even sure what he said as of right now. I thought he said; join a 10 mile final for the visual but I think he said expect a 10 mile final. It's pretty blurry in my memory. It all happened way faster than I thought it would. Crew communication was actually pretty good. I did get task saturated hand flying a tricky aircraft; running the radios and trying to listen to the pilot not flying completing the checklist. Also; we did not have time to contact maintenance control and the dispatcher. I was more interested in getting the aircraft back on the ground because of the difficulty controlling the pitch. It definitely crossed my mind when the pilot not flying was getting data from the ACARS but I felt it was better to call them on the ground. Maintenance control needs to have contract maintenance do something more than system reset; ops check good; when something fails more that once the night before. The first officer and I both were thinking the system was going to fail again from past experience of previously mentioned resets. We just expected it to occur when we got to destination during flap extension and not immediately after takeoff. Also; the particular checklist for stabilizer trim/mach trim fail doesn't say land at nearest suitable just says prior to landing; however you should really consider it. It is a pretty uncomfortable event flying an aircraft with no pitch trim.

Related reports:

Google
 

Original NASA ASRS Text

Title: CRJ-200 flight crew experiences a jammed stabilizer on takeoff; indicated by STAB TRIM/MACH TRIM caution messages; and elects to return to the departure airport. The crew had written the aircraft up the previous evening for STAB TRIM/MACH TRIM caution messages; which were signed off by Maintenance as ops check OK.

Narrative: On climbout at approximately 800 feet AGL the STAB TRIM; MACH TRIM caution messages illuminated. Assuming it was pilot error and that I may have hit the DISC switch I asked the pilot not flying to re-engage the STAB/MACH trim. It stayed engaged until the flaps came up on the After Takeoff Checklist. We completed the QRH and the trim reengaged and the autopilot (AP) was engaged. Soon there after we received the caution messages again followed by the AP NU/ND and E trim caution messages and associated indications. We continued with QRH and I disengaged the AP and began to hand fly the aircraft. The nose was really heavy and we decided the best option was to return because it was right behind us and I was seriously concerned about a possible trim runaway. It gets pretty fuzzy from here. I can't remember when the pitch failed again. I do know that we were configured Flaps 45 and completed all the checklists; briefs through the decision altitude (DA); landing data; Flight Attendant/passengers notified and such. The landing was difficult holding the out of trim aircraft but still smooth. I didn't declare an emergency because I honestly never got that far in my head. I was focused on flying the aircraft. Gate return was pretty normal from there and we contacted the Dispatcher as soon as we got back to the gate. Total flight was 16 minutes. The deviation occurred because of the pilot induced pitching moment on the aircraft and getting used to the heavy nose. The course deviation was approximately the same time. I miss understood the controller and honestly I'm not even sure what he said as of right now. I thought he said; join a 10 mile final for the visual but I think he said expect a 10 mile final. It's pretty blurry in my memory. It all happened way faster than I thought it would. Crew communication was actually pretty good. I did get task saturated hand flying a tricky aircraft; running the radios and trying to listen to the pilot not flying completing the checklist. Also; we did not have time to contact Maintenance Control and the Dispatcher. I was more interested in getting the aircraft back on the ground because of the difficulty controlling the pitch. It definitely crossed my mind when the pilot not flying was getting data from the ACARS but I felt it was better to call them on the ground. Maintenance Control needs to have Contract Maintenance do something more than system reset; ops check good; when something fails more that once the night before. The First Officer and I both were thinking the system was going to fail again from past experience of previously mentioned resets. We just expected it to occur when we got to destination during flap extension and not immediately after takeoff. Also; the particular checklist for STAB TRIM/MACH TRIM fail doesn't say land at nearest suitable just says prior to landing; however you should really consider it. It is a pretty uncomfortable event flying an aircraft with no pitch trim.

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.