Narrative:

I was flying left seat in the sino swearingen sj-30-2. On departure at approximately 1500 ft AGL; as aircraft accelerated; the nose pitched up very rapidly. I was unable to trim any forces out of the yoke. I immediately pulled back the power to bring the nose back down and maintain aircraft control. The instructor was sitting right seat and immediately declared an emergency with departure. ATC gave us a vector to the northwest; which we were able to comply with. The instructor pulled out the emergency checklist and began to go through the required procedures. We discovered our primary pitch trim system had failed. We subsequently xferred pitch control to the secondary system; which ran very slowly; as advertised in the checklist. ATC continued to vector us back around on a downwind; base; and eventual final into ZZZ. Pitch control was somewhat difficult as we reconfigured the airplane to landing confign. Because of the slow movement of the secondary system we were very deliberate with confign. Even at that; pitch control was +/-500 ft of recommended altitudes from approach. As we were at our maximum landing weight; I made a long shallow approach and touched down at approximately 200 FPM sink in first 500 ft of runway. I cautiously applied brakes and stopped uneventfully at the end of runway. I taxied clear with the fire rescue observing our brakes. I taxied back to a clear ramp area and had fire rescue observe brake temperatures for 45 mins. In conclusion we handled the emergency as per emergency checklists and with the great help of departure; we returned to an uneventful landing.

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Original NASA ASRS Text

Title: SJ30-2 PITCHED UP ON DEPARTURE AS ACFT ACCELERATED WITH FAILURE OF TRIM SYSTEM. EMERGENCY DECLARED; CONTROL WAS REGAINED; AND SECONDARY TRIM WAS UTILIZED FOR APCH AND LNDG.

Narrative: I WAS FLYING L SEAT IN THE SINO SWEARINGEN SJ-30-2. ON DEP AT APPROX 1500 FT AGL; AS ACFT ACCELERATED; THE NOSE PITCHED UP VERY RAPIDLY. I WAS UNABLE TO TRIM ANY FORCES OUT OF THE YOKE. I IMMEDIATELY PULLED BACK THE PWR TO BRING THE NOSE BACK DOWN AND MAINTAIN ACFT CTL. THE INSTRUCTOR WAS SITTING R SEAT AND IMMEDIATELY DECLARED AN EMER WITH DEP. ATC GAVE US A VECTOR TO THE NW; WHICH WE WERE ABLE TO COMPLY WITH. THE INSTRUCTOR PULLED OUT THE EMER CHKLIST AND BEGAN TO GO THROUGH THE REQUIRED PROCS. WE DISCOVERED OUR PRIMARY PITCH TRIM SYS HAD FAILED. WE SUBSEQUENTLY XFERRED PITCH CTL TO THE SECONDARY SYS; WHICH RAN VERY SLOWLY; AS ADVERTISED IN THE CHKLIST. ATC CONTINUED TO VECTOR US BACK AROUND ON A DOWNWIND; BASE; AND EVENTUAL FINAL INTO ZZZ. PITCH CTL WAS SOMEWHAT DIFFICULT AS WE RECONFIGURED THE AIRPLANE TO LNDG CONFIGN. BECAUSE OF THE SLOW MOVEMENT OF THE SECONDARY SYS WE WERE VERY DELIBERATE WITH CONFIGN. EVEN AT THAT; PITCH CTL WAS +/-500 FT OF RECOMMENDED ALTS FROM APCH. AS WE WERE AT OUR MAX LNDG WT; I MADE A LONG SHALLOW APCH AND TOUCHED DOWN AT APPROX 200 FPM SINK IN FIRST 500 FT OF RWY. I CAUTIOUSLY APPLIED BRAKES AND STOPPED UNEVENTFULLY AT THE END OF RWY. I TAXIED CLR WITH THE FIRE RESCUE OBSERVING OUR BRAKES. I TAXIED BACK TO A CLR RAMP AREA AND HAD FIRE RESCUE OBSERVE BRAKE TEMPS FOR 45 MINS. IN CONCLUSION WE HANDLED THE EMER AS PER EMER CHKLISTS AND WITH THE GREAT HELP OF DEP; WE RETURNED TO AN UNEVENTFUL LNDG.

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.