B737 first officer reported elevator trim failed on climbout and returned to land.

Narrative:

We took off for ZZZ on time. I was pm (pilot monitoring). On climb out; the captain said the trim was not working. I tried my electric trim; nothing. We configured the aircraft. Captain engaged the autopilot and we were both intent on monitoring whether or not the autopilot could trim. Stabilizer out of trim illuminated. We ran the stabilizer out of trim QRH; which directed us to the stabilizer trim inoperative QRH. After telling ATC we would like to remain at 16;000' and 250 knots to work a problem; we began to work through the checklist. Once we got to the deferred items; we made the decision to return. We ran the [performance] numbers for flaps 15 and included the non-normal checklist. We both looked at the data before we sent it; but believe we might have missed the correct landing weight due to not manually correcting the fuel numbers in the [performance calculations]. We landed without difficulty or anything appearing abnormal; other than the smaller flap setting. We ran the brake cooling numbers and I realized the numbers came back for 120;000 pounds. I then resent brake cooling numbers for 132;000 pounds; which is 4;000 overweight.during a flight control abnormality; or any abnormality; it would be nice to have something included in the procedure for checking for correct [performance] numbers. There is enough to contend with to remember every detail that is unusual in something we use everyday like [the performance calculation system].

Original NASA ASRS Text

Title: B737 First Officer reported elevator trim failed on climbout and returned to land.

Narrative: We took off for ZZZ on time. I was PM (Pilot Monitoring). On climb out; the Captain said the trim was not working. I tried my electric trim; nothing. We configured the aircraft. Captain engaged the autopilot and we were both intent on monitoring whether or not the autopilot could trim. STAB OUT OF TRIM illuminated. We ran the STAB OUT OF TRIM QRH; which directed us to the STABILIZER TRIM INOPERATIVE QRH. After telling ATC we would like to remain at 16;000' and 250 knots to work a problem; we began to work through the checklist. Once we got to the DEFERRED ITEMS; we made the decision to return. We ran the [performance] numbers for flaps 15 and included the Non-normal Checklist. We both looked at the data before we sent it; but believe we might have missed the correct landing weight due to not manually correcting the fuel numbers in the [performance calculations]. We landed without difficulty or anything appearing abnormal; other than the smaller flap setting. We ran the brake cooling numbers and I realized the numbers came back for 120;000 pounds. I then resent brake cooling numbers for 132;000 pounds; which is 4;000 overweight.During a flight control abnormality; or any abnormality; it would be nice to have something included in the procedure for checking for correct [performance] numbers. There is enough to contend with to remember every detail that is unusual in something we use everyday like [the performance calculation system].

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.

Attributes
ACN	1674144
Time
Date	201908
Local Time Of Day	1201-1800
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Light	Daylight
Aircraft 1
Make Model Name	B737-700
Operating Under FAR Part	Part 121
Flight Phase	Climb
Flight Plan	IFR
Component
Aircraft Component	Elevator Trim System
Person 1
Function	First Officer Pilot Not Flying
Qualification	Flight Crew Air Transport Pilot (ATP) Flight Crew Instrument Flight Crew Multiengine
Experience	Flight Crew Last 90 Days 485
Events
Anomaly	Aircraft Equipment Problem Less Severe Deviation - Procedural Weight And Balance