What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(-23) Interview with pilot h. camelin: h camelin and d wunderlich departed Toledo Express Airport (tol) for training. Weather was VFR and smooth. Surface temperature was approximately 10 degrees c. they climbed to 10,000 feet and were performing stalls in different aircraft configurations. The stabilizer trim problem happened twice. The first time it occurred, they were performing a stall with flaps and gear down and had run the trim to the up limit before the commencement of the stall. Stall recovery required both pilots to push on the yoke because the trim did not appear to be moving to them. However, it did move and everyting returned to normal. If the trim was run full nose up, it would require time to return to neutral requiring significant pressure on the yoke. During the next stall in similar configuration, d wunderlich told h camelin not to use full up nose trim to make the recovery easier. This time the pilot reported that the trim did not recover and was inop. They returned to the airport and at about 3000 feet close to approach to the airport, they again tried the trim and it was working. They entered a discrepancy report on flight log page 592 on return. Director of maitenance (m. tariq), the director of operations (k. kazmi) and one mechanic ran the trim system from full up to full down and could not duplicate the problem. The mechanic inspected the servo, servo connections and adjustments and found no discrepancies. The mechanic performed tests as outlined in chapter 27-40-02 of the manufacturers manual, no defects were found. The trim actuator consists of dual motors and dual jack screws in one housing. The pilots trim switch operates one motor and the copilots switch operates the other motor. There is a selector on the pedestal that selects the trim switch that is to be used. Both trim switches cannot be used at the same time. This switch is a three-position switch. Full left is pilot, center is off and full right is the copilot position. There is another spring loaded rocker switch on the pedestal that is marked trim up and trim down. If the pilots system fails, the copilots system can be selected and then either the trim switch on the copilots yoke can be used or the rocker trim switch on the pedestal can be used. The rocker switch on the pedestal works only with the selector in the copilots position. When the selector is in the middle (off), nothing works. I inspected the aircraft and the trim did work properly. I reviewed the maintenance procedures for the trim system including schematics, etc. The system seems to be designed with redundancy built in (dual motors, dual controls, etc.). I inquired if they could have bumped the trim control selector switch to the middle off position. The pilot stated they tried all switches in all positions to no avail. I called the manufacturer and talked to a tech rep for the SA-226 aircraft. He confirmed the above information on the operation of the trim system. He had no additional information on failures other than the structural failures of the rod ends on the jack screws that is covered in AD 2000-03-17 and service bulletin 226-SL-005R. A test flight was performed on 12/12/2001. The system worked properly. On 12/13/2001, the aircraft was used for a revenue trip with three logs and the trim system worked properly. The aircraft was again flown on 12/18/2001 and the trim worked properly. There is an AD on this trim indicator. The AD was last accomplished on 01/24/96 at 14322 hours and is next due at 19332. Life limit is due at 20832 hours. Both of these limits are over 3000 hoursaway. There is no physical evidence of any jamming of the controls. The weather was VFR and there was no ice present. The system has been completely checked in accordance with the manufacturers maintenance manuals and is within limits. The one common item to the system is the selector switch on the pedestal (pic-off-sic) and this has been checked. In addition, the aircraft has been operated on at least six flights since the occurrence and has not had a malfunction. privacy data omitted
As the FAA filed it
(-23) INTERVIEW WITH PILOT H. CAMELIN: H CAMELIN AND D WUNDERLICH DEPARTED TOLEDO EXPRESS AIRPORT (TOL) FOR TRAINING. WEATHER WAS VFR AND SMOOTH. SURFACE TEMPERATURE WAS APPROXIMATELY 10 DEGREES C. THEY CLIMBED TO 10,000 FEET AND WERE PERFORMING STALLS IN DIFFERENT AIRCRAFT CONFIGURATIONS. THE STABILIZER TRIM PROBLEM HAPPENED TWICE. THE FIRST TIME IT OCCURRED, THEY WERE PERFORMING A STALL WITH FLAPS AND GEAR DOWN AND HAD RUN THE TRIM TO THE UP LIMIT BEFORE THE COMMENCEMENT OF THE STALL. STALL RECOVERY REQUIRED BOTH PILOTS TO PUSH ON THE YOKE BECAUSE THE TRIM DID NOT APPEAR TO BE MOVING TO THEM. HOWEVER, IT DID MOVE AND EVERYTING RETURNED TO NORMAL. IF THE TRIM WAS RUN FULL NOSE UP, IT WOULD REQUIRE TIME TO RETURN TO NEUTRAL REQUIRING SIGNIFICANT PRESSURE ON THE YOKE. DURING THE NEXT STALL IN SIMILAR CONFIGURATION, D WUNDERLICH TOLD H CAMELIN NOT TO USE FULL UP NOSE TRIM TO MAKE THE RECOVERY EASIER. THIS TIME THE PILOT REPORTED THAT THE TRIM DID NOT RECOVER AND WAS INOP. THEY RETURNED TO THE AIRPORT AND AT ABOUT 3000 FEET CLOSE TO APPROACH TO THE AIRPORT, THEY AGAIN TRIED THE TRIM AND IT WAS WORKING. THEY ENTERED A DISCREPANCY REPORT ON FLIGHT LOG PAGE 592 ON RETURN. DIRECTOR OF MAITENANCE (M. TARIQ), THE DIRECTOR OF OPERATIONS (K. KAZMI) AND ONE MECHANIC RAN THE TRIM SYSTEM FROM FULL UP TO FULL DOWN AND COULD NOT DUPLICATE THE PROBLEM. THE MECHANIC INSPECTED THE SERVO, SERVO CONNECTIONS AND ADJUSTMENTS AND FOUND NO DISCREPANCIES. THE MECHANIC PERFORMED TESTS AS OUTLINED IN CHAPTER 27-40-02 OF THE MANUFACTURERS MANUAL, NO DEFECTS WERE FOUND. THE TRIM ACTUATOR CONSISTS OF DUAL MOTORS AND DUAL JACK SCREWS IN ONE HOUSING. THE PILOTS TRIM SWITCH OPERATES ONE MOTOR AND THE COPILOTS SWITCH OPERATES THE OTHER MOTOR. THERE IS A SELECTOR ON THE PEDESTAL THAT SELECTS THE TRIM SWITCH THAT IS TO BE USED. BOTH TRIM SWITCHES CANNOT BE USED AT THE SAME TIME. THIS SWITCH IS A THREE-POSITION SWITCH. FULL LEFT IS PILOT, CENTER IS OFF AND FULL RIGHT IS THE COPILOT POSITION. THERE IS ANOTHER SPRING LOADED ROCKER SWITCH ON THE PEDESTAL THAT IS MARKED TRIM UP AND TRIM DOWN. IF THE PILOTS SYSTEM FAILS, THE COPILOTS SYSTEM CAN BE SELECTED AND THEN EITHER THE TRIM SWITCH ON THE COPILOTS YOKE CAN BE USED OR THE ROCKER TRIM SWITCH ON THE PEDESTAL CAN BE USED. THE ROCKER SWITCH ON THE PEDESTAL WORKS ONLY WITH THE SELECTOR IN THE COPILOTS POSITION. WHEN THE SELECTOR IS IN THE MIDDLE (OFF), NOTHING WORKS. I INSPECTED THE AIRCRAFT AND THE TRIM DID WORK PROPERLY. I REVIEWED THE MAINTENANCE PROCEDURES FOR THE TRIM SYSTEM INCLUDING SCHEMATICS, ETC. THE SYSTEM SEEMS TO BE DESIGNED WITH REDUNDANCY BUILT IN (DUAL MOTORS, DUAL CONTROLS, ETC.). I INQUIRED IF THEY COULD HAVE BUMPED THE TRIM CONTROL SELECTOR SWITCH TO THE MIDDLE OFF POSITION. THE PILOT STATED THEY TRIED ALL SWITCHES IN ALL POSITIONS TO NO AVAIL. I CALLED THE MANUFACTURER AND TALKED TO A TECH REP FOR THE SA-226 AIRCRAFT. HE CONFIRMED THE ABOVE INFORMATION ON THE OPERATION OF THE TRIM SYSTEM. HE HAD NO ADDITIONAL INFORMATION ON FAILURES OTHER THAN THE STRUCTURAL FAILURES OF THE ROD ENDS ON THE JACK SCREWS THAT IS COVERED IN AD 2000-03-17 AND SERVICE BULLETIN 226-SL-005R. A TEST FLIGHT WAS PERFORMED ON 12/12/2001. THE SYSTEM WORKED PROPERLY. ON 12/13/2001, THE AIRCRAFT WAS USED FOR A REVENUE TRIP WITH THREE LOGS AND THE TRIM SYSTEM WORKED PROPERLY. THE AIRCRAFT WAS AGAIN FLOWN ON 12/18/2001 AND THE TRIM WORKED PROPERLY. THERE IS AN AD ON THIS TRIM INDICATOR. THE AD WAS LAST ACCOMPLISHED ON 01/24/96 AT 14322 HOURS AND IS NEXT DUE AT 19332. LIFE LIMIT IS DUE AT 20832 HOURS. BOTH OF THESE LIMITS ARE OVER 3000 HOURSAWAY. THERE IS NO PHYSICAL EVIDENCE OF ANY JAMMING OF THE CONTROLS. THE WEATHER WAS VFR AND THERE WAS NO ICE PRESENT. THE SYSTEM HAS BEEN COMPLETELY CHECKED IN ACCORDANCE WITH THE MANUFACTURERS MAINTENANCE MANUALS AND IS WITHIN LIMITS. THE ONE COMMON ITEM TO THE SYSTEM IS THE SELECTOR SWITCH ON THE PEDESTAL (PIC-OFF-SIC) AND THIS HAS BEEN CHECKED. IN ADDITION, THE AIRCRAFT HAS BEEN OPERATED ON AT LEAST SIX FLIGHTS SINCE THE OCCURRENCE AND HAS NOT HAD A MALFUNCTION. ^PRIVACY DATA OMITTED^