# Incident 20260216001539I: Textron Aviation Inc 208B, Anchorage, AK, February 16, 2026

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: February 16, 2026, 07:56 local time
- Place: Anchorage, AK
- Airport: Ted Stevens Anchorage International
- Damage: No damage
- Phase of flight: Takeoff: Climb Out
- Operating rules: Air taxi and commuter (Part 135)
- Operator: ENHA
- Location: 61.1741° N, 149.9981° W: Placed by OpenAirDocs at TED STEVENS ANCHORAGE INTL (ANC), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=61.1741&lon=-149.9981&mi=10
- Aircraft: N502GV, registered now (https://openairdocs.org/aircraft/N502GV) (OpenAirDocs)
- Registry model: Textron 208B (registry code 2073712, https://openairdocs.org/model/textron-208b) (OpenAirDocs)
- Registry engine: Pratt & Whitney Canada PT6A-140 (registry code 51499, https://openairdocs.org/engine/pratt-whitney-canada-pt6a-140) (OpenAirDocs)
- Reported make and model: TEXTRON AVIATION INC 208B
- People aboard: 10
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Airline transport
- Pilot flight hours: 8,440 total
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20260216001539I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

THE PIC OBSERVED THAT THE AIRCRAFT WAS CLIMBING AT AN EXCESSIVE RATE AND THE PIC ATTEMPTED TO ARREST THE CLIMB RATE BY ROLLING IN ELECTRIC DOWN TRIM WHICH HAD NO EFFECT. THE PIC DID NOT FEEL THE TRIM WHEEL ROTATING AGAINST THE PIC'S RIGHT KNEE AS NORMAL, INDICATING THE TRIM WAS NOT FUNCTIONING CORRECTLY AND THE PIC CONFIRMED THE AUTOPILOT WAS, IN FACT, OFF BY PRESSING THE RED AUTOPILOT DISCONNECT BUTTON. THE PIC THEN ATTEMPTED MANUAL TRIM, TO TRIM NOSE DOWN. THE MANUAL TRIM CONTROL WHEEL FAILED TO ROTATE. THE TRIM WHEEL THEN SUDDENLY JUMPED VIOLENTLY WHILE THE PIC'S HAND WAS ON IT. THE PIC ADVISED TOWER THAT HE NEEDED TO RETURN TO LAND AND WAS SUBSEQUENTLY CLEARED TO LAND ON ANY RUNWAY. THE PIC USED A COMBINATION OF FLAPS AND THROTTLE TO MAINTAIN ALTITUDE. TURNING THE PLANE AROUND ON DOWNWIND, AILERON CONTROLS FUNCTIONED NORMALLY. AT THIS POINT THE PIC REALIZED THAT THE ELEVATOR CONTROLS ALSO APPEARED TO BE LOCKED UP AND NOT MOVEABLE. THE PIC COULD NOT MOVE THE ELECTRIC TRIM, MANUAL TRIM OR THE ELEVATOR YOKE IN AND OUT TO RAISE AND LOWER ALTITUDE. THE LANDING WAS CONTROLLED ALMOST STRICTLY WITH POWER. THE PIC MANAGED TO TOUCH DOWN IN A MAIN WHEEL, LANDING CONFIGURATION, AND WAS UNABLE TO LOWER THE NOSEWHEEL WITH THE YOLK, NO FLARING INVOLVED. THE AIRCRAFT WAS IN A NOSE HIGH CONDITION EQUAL TO THAT OF TAKEOFF. WHEN OVER THE TOUCH DOWN ZONE OF THE RUNWAY, THE PIC CLOSED THE THROTTLE LANDING ON THE MAIN GEAR AND EVENTUALLY THE NOSE WHEEL TOUCHED DOWN. WHILE ROLLING OUT ON THE RUNWAY, THE ELEVATOR CONTROL YOKE WAS STILL UNAVAILABLE. THE PIC COULD NOT MOVE IT IN AND OUT, TO RAISE OR LOWER THE ELEVATOR. AFTER SLOWING DOWN THE AIRCRAFT TO EXIT TO THE TAXIWAY AND MAKING THE LEFT TURN, THE ELEVATOR BECAME FREE AND COULD BE MOVED NORMALLY AND TAXIED TO THE GATE.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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