Narrative:

The ground crew pulled the power early without permission causing a power interruption. We reset the affected systems and reran the checklists accordingly. We departed ewr runway 22R at whiskey. After takeoff; the first officer (pilot flying) noticed we had no main electric control wheel stab trim. We then determined the speed trim was not working. The autopilot was engaged to see if it would trim the stabilizer; and we received a stab out of trim light. Next; we attempted to trim the stabilizer manually. The manual trim worked normally with no jamming of the system felt. I notified ATC we would need a slower speed and lower altitude to troubleshoot the problem. We leveled off at FL240 at 260 KTS. We continued on the departure routing while troubleshooting the problem.I checked all the applicable circuit breakers (none were popped) and began to run the QRH checklist. I also notified dispatch of the problem and that we would possibly need to divert. Next; the first officer and I discussed cycling the circuit breaker. I cycled the stabilizer trim circuit breaker. This action successfully restored the main electric control wheel stabilizer trim and the autopilot trim. I notified the dispatcher the systems were operating normally; and requested he consult with maintenance to ensure they felt we could continue to our destination. I also brought to the dispatcher's attention the possible reporting requirements for flight controls in the fom. The dispatcher consulted with maintenance; the chief dispatcher; and per my request; the chief pilot on call; and all saw no reason we could not continue. They felt the fom reporting requirements applied to primary flight control malfunctions; or directional control problems; neither of which applied in this situation. The first officer and I agreed since we had manual trim; which negated any directional control problems; and the stabilizer trim is a secondary flight control system. I made the final decision to continue on to our destination after consulting with the first officer. We landed uneventfully; and the system worked normally the entire flight. After consulting with maintenance control; I made an info only write-up in the logbook for the cycling of the stabilizer trim circuit breaker.

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Original NASA ASRS Text

Title: A B737-700 flight crew experienced an inoperative main electric stabilizer trim condition after takeoff following a power interruption of about 15 seconds at the gate when ground personnel removed Ground Power without prior arrangement. Pulling and resetting the stab trim circuit breaker returned the system to normal operation.

Narrative: The Ground Crew pulled the power early without permission causing a power interruption. We reset the affected systems and reran the checklists accordingly. We departed EWR Runway 22R at Whiskey. After takeoff; the First Officer (pilot flying) noticed we had no main electric control wheel stab trim. We then determined the speed trim was not working. The autopilot was engaged to see if it would trim the stabilizer; and we received a Stab Out Of Trim light. Next; we attempted to trim the stabilizer manually. The manual trim worked normally with no jamming of the system felt. I notified ATC we would need a slower speed and lower altitude to troubleshoot the problem. We leveled off at FL240 at 260 KTS. We continued on the departure routing while troubleshooting the problem.I checked all the applicable circuit breakers (none were popped) and began to run the QRH Checklist. I also notified Dispatch of the problem and that we would possibly need to divert. Next; the First Officer and I discussed cycling the circuit breaker. I cycled the Stabilizer Trim Circuit Breaker. This action successfully restored the main electric control wheel stabilizer trim and the autopilot trim. I notified the Dispatcher the systems were operating normally; and requested he consult with Maintenance to ensure they felt we could continue to our destination. I also brought to the Dispatcher's attention the possible reporting requirements for flight controls in the FOM. The Dispatcher consulted with Maintenance; the Chief Dispatcher; and per my request; the Chief Pilot on call; and all saw no reason we could not continue. They felt the FOM reporting requirements applied to primary flight control malfunctions; or directional control problems; neither of which applied in this situation. The First Officer and I agreed since we had manual trim; which negated any directional control problems; and the stabilizer trim is a secondary flight control system. I made the final decision to continue on to our destination after consulting with the First Officer. We landed uneventfully; and the system worked normally the entire flight. After consulting with Maintenance Control; I made an Info Only write-up in the logbook for the cycling of the Stabilizer Trim Circuit Breaker.

Data retrieved from NASA's ASRS site as of July 2013 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.