Narrative:

After having completed the normal 'before takeoff' procedures at the tarmac; including the verification that the autopilot can be overpowered in both pitch and roll axes followed by aural alert confirming the disengagement of the autopilot; I was cleared to takeoff. I taxied the aircraft to line up with the center line of the runway and advanced power to 32' as the airplane accelerated earnestly. It was a windy day with gusts slightly to the left of the nose of the aircraft for which I compensated accordingly. I noticed that with 10deg flap that I normally use for takeoff; the aircraft rotated a bit later than usual and after gaining about 100 feet or so; I noticed that it was not gaining much altitude at which time I tried to pull back on the control wheel gently but felt lots of resistance. Then I quickly glanced at the afcs (automatic flight control system) status box on the G1000 just to make sure that the autopilot was not on; and having confirmed it so with the blank status box I tried to increase the pitch with the met (manual electric trim) switch; but to no avail by which time I was using both arms and hands to hold altitude and trying to pitch up. I could only confirm that the trim wheel was not turning by taking a quick glance at it with my peripheral sight. I also think there was a brief afcs failure annunciation on the G1000. I then immediately called the tower to say that I was having problems with the autopilot and that I wanted to return. I was cleared to land at which time I managed to enter left downwind for [the departure] runway. I was so busy in trying not to lose altitude at about 1000 feet by then that I am not sure if I was able to inform the tower other than acknowledging cleared to land. Still thinking that the autopilot was giving me problems; I pressed all the available buttons available; namely; the ap; ap disc; met to turn it off which didn't relieve the pressure on the yoke. Then I tried the trim wheel itself by reaching down and giving it a quick downward nudge with my right hand to bring the nose up while trying to hold the altitude up with my left hand on the yoke; but that too did not work either. At the same time; I had to keep holding the control wheel back mightily not to lose control of the altitude. Then I managed to pull the circuit breaker off as a last resort by which time I was at a point to turn left base and start descending. That didn't seem to be effective in relieving the pressure on the yoke either. So; I went back to concentrating on flying the airplane. Flying the pattern was a job in itself with gusty winds. When I turned left base I believe; I encountered a couple of wind shears when the nose of the airplane was pointing to the ground. Since I had to use both arms; I couldn't get the power down until I turned final at which time I managed to use my right hand to quickly reduce the power. I believe I managed to touch down though with a bounce but still at a relatively higher speed than normal and quite a bit down the runway. I was determined to stop the airplane before reaching the end because I knew I did not want to go around with a problem airplane. So; the nose of the airplane pitched up considerably after the bounce; and I am sure with the help of an unwanted gust of wind just that instant which; with surprise and hind-sight now; caused the prop to hit the ground and the airplane came to a stop with the help of mighty braking as well just a few feet away from the end of the runway. Tower asked if I needed any help. I declined and requested to taxi to [the local] shop where I usually have my airplane serviced. When I made a 180 to taxi to the taxiway on the right; I noticed pieces of the fairing of the nose wheel strewn about the runway in several pieces. I informed the tower of the same. After taxing and turning towards [the] shop; [the manager] came out of the shop to meet me where we went over the whole episode together.

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Original NASA ASRS Text

Title: The pilot of a C182 reported difficulty controlling the aircraft pitch after departure; so a return to the field was initiated. A difficult approach resulted in a bounced landing and a prop strike. The autopilot system was reported to have been the cause.

Narrative: After having completed the normal 'Before Takeoff' procedures at the tarmac; including the verification that the autopilot can be overpowered in both pitch and roll axes followed by aural alert confirming the disengagement of the autopilot; I was cleared to takeoff. I taxied the aircraft to line up with the center line of the runway and advanced power to 32' as the airplane accelerated earnestly. It was a windy day with gusts slightly to the left of the nose of the aircraft for which I compensated accordingly. I noticed that with 10deg flap that I normally use for takeoff; the aircraft rotated a bit later than usual and after gaining about 100 feet or so; I noticed that it was not gaining much altitude at which time I tried to pull back on the control wheel gently but felt lots of resistance. Then I quickly glanced at the AFCS (Automatic Flight Control System) status box on the G1000 just to make sure that the autopilot was not on; and having confirmed it so with the blank status box I tried to increase the pitch with the MET (Manual Electric Trim) switch; but to no avail by which time I was using both arms and hands to hold altitude and trying to pitch up. I could only confirm that the trim wheel was not turning by taking a quick glance at it with my peripheral sight. I also think there was a brief AFCS failure annunciation on the G1000. I then immediately called the tower to say that I was having problems with the autopilot and that I wanted to return. I was cleared to land at which time I managed to enter left downwind for [the departure] runway. I was so busy in trying not to lose altitude at about 1000 feet by then that I am not sure if I was able to inform the tower other than acknowledging cleared to land. Still thinking that the autopilot was giving me problems; I pressed all the available buttons available; namely; the AP; AP DISC; MET to turn it off which didn't relieve the pressure on the yoke. Then I tried the trim wheel itself by reaching down and giving it a quick downward nudge with my right hand to bring the nose up while trying to hold the altitude up with my left hand on the yoke; but that too did not work either. At the same time; I had to keep holding the control wheel back mightily not to lose control of the altitude. Then I managed to pull the circuit breaker off as a last resort by which time I was at a point to turn left base and start descending. That didn't seem to be effective in relieving the pressure on the yoke either. So; I went back to concentrating on flying the airplane. Flying the pattern was a job in itself with gusty winds. When I turned left base I believe; I encountered a couple of wind shears when the nose of the airplane was pointing to the ground. Since I had to use both arms; I couldn't get the power down until I turned final at which time I managed to use my right hand to quickly reduce the power. I believe I managed to touch down though with a bounce but still at a relatively higher speed than normal and quite a bit down the runway. I was determined to stop the airplane before reaching the end because I knew I did not want to go around with a problem airplane. So; the nose of the airplane pitched up considerably after the bounce; and I am sure with the help of an unwanted gust of wind just that instant which; with surprise and hind-sight now; caused the prop to hit the ground and the airplane came to a stop with the help of mighty braking as well just a few feet away from the end of the runway. Tower asked if I needed any help. I declined and requested to taxi to [the local] shop where I usually have my airplane serviced. When I made a 180 to taxi to the taxiway on the right; I noticed pieces of the fairing of the nose wheel strewn about the runway in several pieces. I informed the tower of the same. After taxing and turning towards [the] shop; [the manager] came out of the shop to meet me where we went over the whole episode together.

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.