Narrative:

[The] day prior; we took off out of ZZZ and had a hydraulic press annunciator with the flap handle up and indicator not quite up. We ran the hydraulic press checklist and flew slower than 200 [knots]. Landed in ZZZ1 and had a write up regarding flaps being stuck in the down position with associated master caution and stab miscompare. Mx was dispatched to fix the plane. It was later determined to ferry fly it to ZZZ2 for mx. Upon arrival to the plane; sic determined the flaps were actually past 15 and stab was up. I was inside trying to figure performance on cruise and fuel burn at flaps 7. Plane was signed off when it was not safe for a ferry flight. I notified mx control and flight was unreleased. Mechanics came back to the plane and manually set the flaps to 7. Stab was verified to be in correct position after engine start. Hydraulic press was again illuminated. I reached out to the mechanics on the ground who came onboard and pulled the flap control circuit breaker [circuit breaker] extinguishing the annunciator. Per [company] mx; circuit breaker was not collared as to give us the option of flap usage. However; from discussion with [one of the mechanics]; the plan was to not touch the flap handle. Taxied out with no issue and had all normal indications in the cockpit. We took off without incident. Communicated to ZZZ center and was given a climb to FL320. Out of approximately FL200; received ap pitch mistrim annunciator. I disconnected the ap and pushed the wheel forward and noted there was some resistance. I reengaged the autopilot and out of approximately FL250; received the same annunciator. I disconnected the ap and tried to push the wheel forward and it was stuck completely. I called for a stuck elevator checklist and pilot monitoring ran the jammed elevator trim checklist. I was struggling to push the nose forward. I had to use overwhelming force to push the yoke forward. I [requested priority handling with] ZZZ center. We inquired about the closest airport with long runways and elected to divert to ZZZ3. Airplane was very hard to descend. ATC gave us vectors to ZZZ3 even though weather was VMC; [we] landed at flaps 7 with no incident. Arff followed us and asked is if we needed any assistance. We elected that we did not as there was no fire smoke or other critical issue. Taxied to [FBO] and deplaned. I immediately notified [company].[I suggest] better communication from all parties on the ground [and] better method for mx to follow up with mechanics on the road. It seems that there's been a lot of unnecessary trip interruptions due to mx write ups that could have been avoided. The periodic mx checks should come back to help catch issues before they become a disruption.

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Original NASA ASRS Text

Title: CE560XL flight crew reported the aircraft was on a ferry permit related to a flap malfunction and during climbout; a jammed elevator trim developed.

Narrative: [The] day prior; we took off out of ZZZ and had a HYD PRESS annunciator with the flap handle up and indicator not quite up. We ran the HYD Press Checklist and flew slower than 200 [knots]. Landed in ZZZ1 and had a write up regarding flaps being stuck in the down position with associated master caution and stab miscompare. MX was dispatched to fix the plane. It was later determined to ferry fly it to ZZZ2 for MX. Upon arrival to the plane; SIC determined the flaps were actually past 15 and stab was up. I was inside trying to figure performance on cruise and fuel burn at flaps 7. Plane was signed off when it was not safe for a ferry flight. I notified MX Control and flight was unreleased. Mechanics came back to the plane and manually set the flaps to 7. Stab was verified to be in correct position after engine start. HYD PRESS was again illuminated. I reached out to the mechanics on the ground who came onboard and pulled the flap control CB [circuit breaker] extinguishing the annunciator. Per [Company] MX; CB was not collared as to give us the option of flap usage. However; from discussion with [one of the mechanics]; the plan was to not touch the flap handle. Taxied out with no issue and had all normal indications in the cockpit. We took off without incident. Communicated to ZZZ Center and was given a climb to FL320. Out of approximately FL200; received AP PITCH MISTRIM ANNUNCIATOR. I disconnected the AP and pushed the wheel forward and noted there was some resistance. I reengaged the autopilot and out of approximately FL250; received the same annunciator. I disconnected the AP and tried to push the wheel forward and it was stuck completely. I called for a Stuck Elevator Checklist and Pilot Monitoring ran the Jammed Elevator Trim Checklist. I was struggling to push the nose forward. I had to use overwhelming force to push the yoke forward. I [requested priority handling with] ZZZ Center. We inquired about the closest airport with long runways and elected to divert to ZZZ3. Airplane was very hard to descend. ATC gave us vectors to ZZZ3 even though weather was VMC; [we] landed at flaps 7 with no incident. ARFF followed us and asked is if we needed any assistance. We elected that we did not as there was no fire smoke or other critical issue. Taxied to [FBO] and deplaned. I immediately notified [Company].[I suggest] better communication from all parties on the ground [and] better method for MX to follow up with mechanics on the road. It seems that there's been a lot of unnecessary trip interruptions due to MX write ups that could have been avoided. The periodic MX checks should come back to help catch issues before they become a disruption.

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.