Narrative:

The flight started as a normal flight. Checklists and flows were run like every other flight. No indications of anything abnormal was noticed prior to taking the runway for takeoff. During takeoff roll; between V1 and vr speeds the red icas message flight ctrl normal mode fail illuminated. I briefly looked over to see what message was displayed. [Captain] said continue. I did not actually read the message. I continued to fly the aircraft maintaining positive control. I pitched as normal to above 15 degrees of nose up. The gear and flap were brought up. I noticed at this time that the aircraft was in direct mode because I had hold forward on the side stick to keep the nose from continuing to pitch up and it was requiring extra pressure while trying to pitch forward. We were assigned 2;000 feet and I started to pitch down for that. I communicated with [captain] that we were definitely in direct mode. [The captain] confirmed this by looking down at the normal mode button that was illuminated red. I used manual pitch trim on the center console and leveled at 2;000 feet on assigned heading with positive aircraft control. We switched to departure frequency and checked in. They issued a higher altitude and a turn to a fix. [Captain advised ATC] at that time stating we wanted to maintain our altitude and go to ZZZ for the longest runway into the wind. We discussed running the checklist; but it had slipped out of [the captain's] hand during the initial steep climb after takeoff. Being familiar with the checklist from training; we then discussed not pushing the normal mode button to return the aircraft to the FCC (flight control computer) computers. We had FMS 2 meled and did not want to risk allowing the FCC's to make the situation worse while so low to the ground. (After landing we discovered both FCC 1 an FCC 2 and both ahrs (altitude heading reference system) 1 and ahrs 2 all failed simultaneously) while abnormal; we had known positive aircraft control and did not want to jeopardize this by pushing the flight controls normal mode button. We continued with radar vectors to ILS 11 at ZZZ. (Previously briefed as a divert airfield.) we acquired the airport on left downwind in VMC conditions and so maneuvered to the final and made a normal approach and landing using flaps 3; because it was stable; and I didn't want to manually change pitch trim. We touched down normally. I applied the brakes after touchdown and was letting the nose down slowly. [Captain] pushed forward on the side stick and we got a dual input oral warning. I believe [the captain] was just being sure that the aircraft was coming to a stop. The nose wheel touched down smoothly. Moderate braking was applied and thrust reversers were powered bringing us to as stop by taxiway C. We slowly taxied down C and parked the aircraft on the [FBO] ramp. We shut the aircraft down normally and left the APU running. [Captain] then began calling scheduling and maintenance to explain what happened.

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Original NASA ASRS Text

Title: Phenom 300 First Officer reported failure of the overall trim system shortly after rotation. Flight diverted to a more suitable nearby field and landed normally.

Narrative: The flight started as a normal flight. Checklists and flows were run like every other flight. No indications of anything abnormal was noticed prior to taking the runway for takeoff. During takeoff roll; between V1 and VR speeds the red ICAS message FLT CTRL Normal Mode Fail illuminated. I briefly looked over to see what message was displayed. [Captain] said continue. I did not actually read the message. I continued to fly the aircraft maintaining positive control. I pitched as normal to above 15 degrees of nose up. The gear and flap were brought up. I noticed at this time that the aircraft was in direct mode because I had hold forward on the side stick to keep the nose from continuing to pitch up and it was requiring extra pressure while trying to pitch forward. We were assigned 2;000 feet and I started to pitch down for that. I communicated with [Captain] that we were definitely in Direct mode. [The Captain] confirmed this by looking down at the normal mode button that was illuminated red. I used manual pitch trim on the center console and leveled at 2;000 feet on assigned heading with positive aircraft control. We switched to Departure frequency and checked in. They issued a higher altitude and a turn to a fix. [Captain advised ATC] at that time stating we wanted to maintain our altitude and go to ZZZ for the longest runway into the wind. We discussed running the checklist; but it had slipped out of [the Captain's] hand during the initial steep climb after takeoff. Being familiar with the checklist from training; we then discussed NOT pushing the normal mode button to return the aircraft to the FCC (Flight Control Computer) computers. We had FMS 2 MELed and did not want to risk allowing the FCC's to make the situation worse while so low to the ground. (After landing we discovered both FCC 1 an FCC 2 and both AHRS (Altitude Heading Reference System) 1 and AHRS 2 all failed simultaneously) While abnormal; we had known positive aircraft control and did not want to jeopardize this by pushing the flight controls normal mode button. We continued with radar vectors to ILS 11 at ZZZ. (Previously briefed as a divert airfield.) We acquired the airport on left downwind in VMC conditions and so maneuvered to the final and made a normal approach and landing using flaps 3; because it was stable; and I didn't want to manually change pitch trim. We touched down normally. I applied the brakes after touchdown and was letting the nose down slowly. [Captain] pushed forward on the side stick and we got a dual input oral warning. I believe [the Captain] was just being sure that the aircraft was coming to a stop. The nose wheel touched down smoothly. Moderate braking was applied and thrust reversers were powered bringing us to as stop by taxiway C. We slowly taxied down C and parked the aircraft on the [FBO] ramp. We shut the aircraft down normally and left the APU running. [Captain] then began calling Scheduling and Maintenance to explain what happened.

Data retrieved from NASA's ASRS site 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.