Narrative:

I was flying the crj as an first officer undergoing last day of line training. The captain was a check airman. We departed runway 12L in msp; turned left on a heading assignment; and climbed through 1000 ft. We retracted flaps per the schedule and leveled on an appropriate heading of 070 degrees. Airspeed was accelerating through 200 KTS; I selected 250 KTS on the speed bug (autoplt on) and within seconds; as the pitch was decreasing; the audible clacker sounded. I did not immediately identify the cause; but the captain recognized it as a stabilizer trim runaway. He disconnected the autoplt (or it clicked off by itself -- not sure) and pushed the stabilizer trim disconnect switch. We both pushed forward; and then I maintained control; pushing forward against a nose-up force. Force required was firm but not excessive. The stabilizer trim indicator read 6.0 at time of disconnect. The captain began the non-normal checklist. We traded aircraft control where called for; and I disconnected circuit breakers for stabilizer CH1 and CH2 hstcu as directed by the procedure. These had to be performed by the first officer; due to the circuit breaker location. We completed the checklist; and prepared for a return to msp as directed; landing flaps 20 degrees on runway 12R. WX; runway length; and braking conditions were excellent for this approach. Upon return to gate; the technicians were unable to determine the fault codes; due to our pulling the noted circuit breakers as directed.

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Original NASA ASRS Text

Title: CHECK AIRMAN AND NEW FIRST OFFICER ABOARD CARJ EXPERIENCE RUNAWAY STAB TRIM. FOLLOW CHECKLIST AND RETURN TO DEP ARPT FOR SAFE LANDING.

Narrative: I WAS FLYING THE CRJ AS AN FO UNDERGOING LAST DAY OF LINE TRAINING. THE CAPT WAS A CHK AIRMAN. WE DEPARTED RWY 12L IN MSP; TURNED L ON A HDG ASSIGNMENT; AND CLBED THROUGH 1000 FT. WE RETRACTED FLAPS PER THE SCHEDULE AND LEVELED ON AN APPROPRIATE HDG OF 070 DEGS. AIRSPD WAS ACCELERATING THROUGH 200 KTS; I SELECTED 250 KTS ON THE SPD BUG (AUTOPLT ON) AND WITHIN SECONDS; AS THE PITCH WAS DECREASING; THE AUDIBLE CLACKER SOUNDED. I DID NOT IMMEDIATELY IDENT THE CAUSE; BUT THE CAPT RECOGNIZED IT AS A STABILIZER TRIM RUNAWAY. HE DISCONNECTED THE AUTOPLT (OR IT CLICKED OFF BY ITSELF -- NOT SURE) AND PUSHED THE STABILIZER TRIM DISCONNECT SWITCH. WE BOTH PUSHED FORWARD; AND THEN I MAINTAINED CTL; PUSHING FORWARD AGAINST A NOSE-UP FORCE. FORCE REQUIRED WAS FIRM BUT NOT EXCESSIVE. THE STABILIZER TRIM INDICATOR READ 6.0 AT TIME OF DISCONNECT. THE CAPT BEGAN THE NON-NORMAL CHKLIST. WE TRADED ACFT CTL WHERE CALLED FOR; AND I DISCONNECTED CIRCUIT BREAKERS FOR STABILIZER CH1 AND CH2 HSTCU AS DIRECTED BY THE PROC. THESE HAD TO BE PERFORMED BY THE FO; DUE TO THE CIRCUIT BREAKER LOCATION. WE COMPLETED THE CHKLIST; AND PREPARED FOR A RETURN TO MSP AS DIRECTED; LNDG FLAPS 20 DEGS ON RWY 12R. WX; RWY LENGTH; AND BRAKING CONDITIONS WERE EXCELLENT FOR THIS APCH. UPON RETURN TO GATE; THE TECHNICIANS WERE UNABLE TO DETERMINE THE FAULT CODES; DUE TO OUR PULLING THE NOTED CIRCUIT BREAKERS AS DIRECTED.

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.