Narrative:

After takeoff; and having raised gear and flaps around 600 ft AGL I started to add some primary stab trim to release pressure on yoke when we received 2 - amber cass messages 1) primary stab trim fail; and 2) autopilot stab trim inoperative. Also we received 1 blue cass message - autopilot fail a\B. I then pushed the red autopilot/trim disconnect button and informed my first officer I would some help on the yoke due to no stab trim available. As we were trying to level off; tower asked us to switch to center. At that time I tried to use the secondary trim and saw no movement on trim indicator nor heard any 'clacking'. The first officer then tried to relieve pressure on the yoke with secondary trim to no avail. While maintain runway heading and leveling off at 2;000 as was our initial assignment; the first officer declared an emergency with tower and they said to contact center as they could not help! Upon contacting center [the first officer] informed them we were an emergency aircraft with 2 crew on board and we would need to maintain present heading and possibly altitude to run some checklists. Center asked us to climb to 3;000 ft and fly northerly heading; so that we would be clear of antennas in the area. While doing the new clearance I reduced power and kept airspeed around 200-220 KTS which helped keep pressure on yoke to a minimum.we then ran the amber primary stab trim fail checklist. After completing that; we trouble shot some more to try and get secondary trim to work. We pushed the red autopilot trim disc button and tried reengaging primary stab; which would not work and then switching to secondary to see if that helped...it didn't!!! We then tried clearing cass messages by pushing red autopilot trim disc. Button and instead of using primary trim again we went to directly to secondary trim and this helped. We then advised ATC of our intention to diverting to a nearby airport with very long runways. We then worked through the remainder of the checklist for landing. This checklist informed us of the limit of landing flaps 15 and increased v -speeds and runway usage. While I was flying the plane and helping with radios; the first officer set up the approach and coordinated with ATC to have emergency vehicles standing by. When abeam the airport I asked for flaps 7 to see how much secondary trim would be needed and we coordinated with ATC on how long a final we would need for our approach. We [flew and uneventful approach; landed and] informed tower that we would no longer need emergency vehicles and we would be taxiing to parking. After shutting down engines; I retried the primary stab trim and it worked as if nothing happened.

Related reports:

Google
 

Original NASA ASRS Text

Title: A CE-680 flight crew declared an emergency and diverted to a nearby airport when primary and secondary stabilizer trim systems failed prior to flap retraction.

Narrative: After takeoff; and having raised gear and flaps around 600 FT AGL I started to add some primary stab trim to release pressure on yoke when we received 2 - amber CASS messages 1) primary stab trim fail; and 2) Autopilot stab trim INOP. Also we received 1 blue CASS message - autopilot fail A\B. I then pushed the red autopilot/trim disconnect button and informed my First Officer I would some help on the yoke due to no stab trim available. As we were trying to level off; Tower asked us to switch to Center. At that time I tried to use the secondary trim and saw no movement on trim indicator nor heard any 'clacking'. The first officer then tried to relieve pressure on the yoke with secondary trim to no avail. While maintain runway heading and leveling off at 2;000 as was our initial assignment; the First Officer declared an emergency with Tower and they said to contact Center as they could not help! Upon contacting Center [the First Officer] informed them we were an emergency aircraft with 2 crew on board and we would need to maintain present heading and possibly altitude to run some checklists. Center asked us to climb to 3;000 FT and fly northerly heading; so that we would be clear of antennas in the area. While doing the new clearance I reduced power and kept airspeed around 200-220 KTS which helped keep pressure on yoke to a minimum.We then ran the amber primary stab trim fail checklist. After completing that; we trouble shot some more to try and get secondary trim to work. We pushed the red autopilot trim disc button and tried reengaging primary stab; which would not work and then switching to secondary to see if that helped...it didn't!!! We then tried clearing CASS messages by pushing red autopilot trim disc. button and instead of using primary trim again we went to directly to secondary trim and this helped. We then advised ATC of our intention to diverting to a nearby airport with very long runways. We then worked through the remainder of the checklist for landing. This checklist informed us of the limit of landing flaps 15 and increased v -speeds and runway usage. While I was flying the plane and helping with radios; the First Officer set up the approach and coordinated with ATC to have emergency vehicles standing by. When abeam the airport I asked for flaps 7 to see how much secondary trim would be needed and we coordinated with ATC on how long a final we would need for our approach. We [flew and uneventful approach; landed and] informed Tower that we would no longer need emergency vehicles and we would be taxiing to parking. After shutting down engines; I retried the primary stab trim and it worked as if nothing happened.

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.