CL60 crew lost stabilizer trim control with the stabilizer trimmed for high speed flight.

Attributes
ACN	563986
Time
Date	200210
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : zjx.artcc
State Reference	FL
Altitude	msl bound lower : 5500 msl bound upper : 26000
Environment
Flight Conditions	IMC
Weather Elements	Ice Rain
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zjx.artcc
Operator	general aviation : corporate
Make Model Name	Challenger CL604
Operating Under FAR Part	Part 91
Navigation In Use	other
Flight Phase	climbout : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : multi engine
Experience	flight time last 90 days : 80 flight time total : 4150 flight time type : 1200
Person 2
Affiliation	company : corporate
Function	flight crew : first officer
Events
Anomaly	aircraft equipment problem : critical other anomaly other anomaly other anomaly other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : eicas stab chcd other flight crewa other flight crewb
Resolutory Action	controller : provided flight assist flight crew : exited adverse environment flight crew : regained aircraft control flight crew : landed in emergency condition flight crew : overrode automation other
Consequence	other Other
Supplementary
Problem Areas	Flight Crew Human Performance Weather Aircraft
Primary Problem	Aircraft

Narrative:

On the start of our trip, the first officer was getting the cockpit set up and I noticed the 'V' numbers on my pdf were a magenta color, which means that you have invalid data coming from the FMS. I spoke with maintenance control and they thought that if we pwred down the aircraft and brought everything back up, it would help. I tried that and the 'V' numbers correctly turned to blue. There was heavy rain all during this period. We departed cvg on a repos leg to srq. There was rain/ice all the way up to FL220. We departed srq with 2 passenger and after passing 5500 ft, we lost stabilizer 'chcd.' after passing FL260 we lost mach trim. I tried to use the stabilizer trim and found they were both inoperative -- even though there was only the indication of stabilizer 'chcd' failure. We notified ATC that we needed to divert into sav and set up the FMS for runway 9 ILS. WX was 7 mi and overcast at 600 ft. The trim system failed at 0 degrees flaps and 320 KTS, so when we started to slow down, there was a lot of back pressure needed to keep the nose up. We put in flaps 20 degrees and then put down the gear and flaps 30 degrees. The back pressure to keep the aircraft on GS was too intense even for the 2 of us, so I elected to go back to flaps 20 degrees vref +14 KTS. As the aircraft slowed on approach, more back pressure was needed, so I added more speed to give our arms a rest. We broke out and saw the runway at 600 ft. We were coming in pretty fast, so I pulled power at 100 ft. We had 9300 ft X 150 ft runway, so slowing down wasn't a problem. In 20/20 hindsight, I should have declared an emergency to ATC. They knew I had a situation and handled me great -- giving me a straight-in to runway 9 ILS. I also should have taken more time to figure out what problem I actually had. The EICAS system failed to inform that 'both' stabilizer trim channels had failed -- not just one. So we had no trims, the trim was frozen at a 1.6 degree nose down trim (maintenance confirmed after pulling the computer box that both channels had indeed failed), no mach trim. No autoplt. I had the ceo of a fortune 100 company in the cabin also. Overall great CRM ruled the day, and we made it to the chocks.

Original NASA ASRS Text

Title: CL60 CREW LOST STABILIZER TRIM CTL WITH THE STABILIZER TRIMMED FOR HIGH SPD FLT.

Narrative: ON THE START OF OUR TRIP, THE FO WAS GETTING THE COCKPIT SET UP AND I NOTICED THE 'V' NUMBERS ON MY PDF WERE A MAGENTA COLOR, WHICH MEANS THAT YOU HAVE INVALID DATA COMING FROM THE FMS. I SPOKE WITH MAINT CTL AND THEY THOUGHT THAT IF WE PWRED DOWN THE ACFT AND BROUGHT EVERYTHING BACK UP, IT WOULD HELP. I TRIED THAT AND THE 'V' NUMBERS CORRECTLY TURNED TO BLUE. THERE WAS HVY RAIN ALL DURING THIS PERIOD. WE DEPARTED CVG ON A REPOS LEG TO SRQ. THERE WAS RAIN/ICE ALL THE WAY UP TO FL220. WE DEPARTED SRQ WITH 2 PAX AND AFTER PASSING 5500 FT, WE LOST STABILIZER 'CHCD.' AFTER PASSING FL260 WE LOST MACH TRIM. I TRIED TO USE THE STABILIZER TRIM AND FOUND THEY WERE BOTH INOP -- EVEN THOUGH THERE WAS ONLY THE INDICATION OF STABILIZER 'CHCD' FAILURE. WE NOTIFIED ATC THAT WE NEEDED TO DIVERT INTO SAV AND SET UP THE FMS FOR RWY 9 ILS. WX WAS 7 MI AND OVCST AT 600 FT. THE TRIM SYS FAILED AT 0 DEGS FLAPS AND 320 KTS, SO WHEN WE STARTED TO SLOW DOWN, THERE WAS A LOT OF BACK PRESSURE NEEDED TO KEEP THE NOSE UP. WE PUT IN FLAPS 20 DEGS AND THEN PUT DOWN THE GEAR AND FLAPS 30 DEGS. THE BACK PRESSURE TO KEEP THE ACFT ON GS WAS TOO INTENSE EVEN FOR THE 2 OF US, SO I ELECTED TO GO BACK TO FLAPS 20 DEGS VREF +14 KTS. AS THE ACFT SLOWED ON APCH, MORE BACK PRESSURE WAS NEEDED, SO I ADDED MORE SPD TO GIVE OUR ARMS A REST. WE BROKE OUT AND SAW THE RWY AT 600 FT. WE WERE COMING IN PRETTY FAST, SO I PULLED PWR AT 100 FT. WE HAD 9300 FT X 150 FT RWY, SO SLOWING DOWN WASN'T A PROB. IN 20/20 HINDSIGHT, I SHOULD HAVE DECLARED AN EMER TO ATC. THEY KNEW I HAD A SIT AND HANDLED ME GREAT -- GIVING ME A STRAIGHT-IN TO RWY 9 ILS. I ALSO SHOULD HAVE TAKEN MORE TIME TO FIGURE OUT WHAT PROB I ACTUALLY HAD. THE EICAS SYS FAILED TO INFORM THAT 'BOTH' STABILIZER TRIM CHANNELS HAD FAILED -- NOT JUST ONE. SO WE HAD NO TRIMS, THE TRIM WAS FROZEN AT A 1.6 DEG NOSE DOWN TRIM (MAINT CONFIRMED AFTER PULLING THE COMPUTER BOX THAT BOTH CHANNELS HAD INDEED FAILED), NO MACH TRIM. NO AUTOPLT. I HAD THE CEO OF A FORTUNE 100 COMPANY IN THE CABIN ALSO. OVERALL GREAT CRM RULED THE DAY, AND WE MADE IT TO THE CHOCKS.

Data retrieved from NASA's ASRS site as of July 2007 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.