Narrative:

The purpose of the flight was to evaluate the condition of the flap and spoiler system of the aircraft post maintenance. Unknown to me was the aircraft had not flown in an extended period of time; and extensive maintenance had been accomplished on the aircraft. Because it is the nature of my daily flight missions to operate aircraft in varying states of repair; I did not anticipate the kind of problems that this aircraft presented me with. I work in the aircraft manufacturing side of the company; and the aircraft had been repaired by another element of the company. I requested and received a clearance for a climb to VFR on top which I frequently use to accomplish the work in the most expeditious manner possible. After a routine preflight and runup; a normal takeoff was completed. Immediately following the takeoff; the 'normal' trim for the pitch system failed. The departure procedure calls for an immediate turn (within 1 NM from 360 degrees to 030 degrees; with the initial altitude of 3000 ft -- approximately 1600 ft climb). While completing the takeoff gear; flaps; and associated takeoff tasks; the pitch flight control pressures in this aircraft grow rapidly. These are easily compensated for with the normal system. In my case; it was necessary to move a switch and move 2 toggle switches located on the center pedestal. During the process of accomplishing these tasks; the aircraft exceeded the assigned altitude of 3000 ft by almost 800 ft. I recovered the rapidly climbing aircraft and descended back to 3000 ft. All of this took place in approximately 2-3 mins following the brake release at takeoff. Lessons learned: carefully review all maintenance records -- even when the flight seems routine. If there has been maintenance accomplished prior to the flight; consider the WX; ATC; and any other limiting factors -- in my case; I was recovering from a cold. The issues combined with the fact that the aircraft was not as airworthy as originally presented. Don't let company pressures place you in a compromising position.

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Original NASA ASRS Text

Title: A LIGHT TWIN JET PLT DISTR BY THE PITCH TRIM FAILURE AFTER TKOF EXCEEDED THE 3000 FT INITIAL ALT ASSIGNMENT.

Narrative: THE PURPOSE OF THE FLT WAS TO EVALUATE THE CONDITION OF THE FLAP AND SPOILER SYS OF THE ACFT POST MAINT. UNKNOWN TO ME WAS THE ACFT HAD NOT FLOWN IN AN EXTENDED PERIOD OF TIME; AND EXTENSIVE MAINT HAD BEEN ACCOMPLISHED ON THE ACFT. BECAUSE IT IS THE NATURE OF MY DAILY FLT MISSIONS TO OPERATE ACFT IN VARYING STATES OF REPAIR; I DID NOT ANTICIPATE THE KIND OF PROBS THAT THIS ACFT PRESENTED ME WITH. I WORK IN THE ACFT MANUFACTURING SIDE OF THE COMPANY; AND THE ACFT HAD BEEN REPAIRED BY ANOTHER ELEMENT OF THE COMPANY. I REQUESTED AND RECEIVED A CLRNC FOR A CLB TO VFR ON TOP WHICH I FREQUENTLY USE TO ACCOMPLISH THE WORK IN THE MOST EXPEDITIOUS MANNER POSSIBLE. AFTER A ROUTINE PREFLT AND RUNUP; A NORMAL TKOF WAS COMPLETED. IMMEDIATELY FOLLOWING THE TKOF; THE 'NORMAL' TRIM FOR THE PITCH SYS FAILED. THE DEP PROC CALLS FOR AN IMMEDIATE TURN (WITHIN 1 NM FROM 360 DEGS TO 030 DEGS; WITH THE INITIAL ALT OF 3000 FT -- APPROX 1600 FT CLB). WHILE COMPLETING THE TKOF GEAR; FLAPS; AND ASSOCIATED TKOF TASKS; THE PITCH FLT CTL PRESSURES IN THIS ACFT GROW RAPIDLY. THESE ARE EASILY COMPENSATED FOR WITH THE NORMAL SYS. IN MY CASE; IT WAS NECESSARY TO MOVE A SWITCH AND MOVE 2 TOGGLE SWITCHES LOCATED ON THE CTR PEDESTAL. DURING THE PROCESS OF ACCOMPLISHING THESE TASKS; THE ACFT EXCEEDED THE ASSIGNED ALT OF 3000 FT BY ALMOST 800 FT. I RECOVERED THE RAPIDLY CLBING ACFT AND DSNDED BACK TO 3000 FT. ALL OF THIS TOOK PLACE IN APPROX 2-3 MINS FOLLOWING THE BRAKE RELEASE AT TKOF. LESSONS LEARNED: CAREFULLY REVIEW ALL MAINT RECORDS -- EVEN WHEN THE FLT SEEMS ROUTINE. IF THERE HAS BEEN MAINT ACCOMPLISHED PRIOR TO THE FLT; CONSIDER THE WX; ATC; AND ANY OTHER LIMITING FACTORS -- IN MY CASE; I WAS RECOVERING FROM A COLD. THE ISSUES COMBINED WITH THE FACT THAT THE ACFT WAS NOT AS AIRWORTHY AS ORIGINALLY PRESENTED. DON'T LET COMPANY PRESSURES PLACE YOU IN A COMPROMISING POS.

Data retrieved from NASA's ASRS site as of January 2009 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.