Narrative:

First officer was the flying pilot. Just as I called V1 the first officer pulled back on the yoke and the aircraft began to climb rapidly. The very second he noticed the climb he began to compensate and push on the yoke. He was pushing so hard he was coming out of his chair. I then asked if he needed help with the trim; he said yes; and I began to roll the trim wheel forward until he said the plane was trimmed. We finished the climb segment; checklist and discussed what had happened. As we reached our cruising altitude he said the trim wheel was binding and the plane felt heavy. I took the controls and evaluated what was happening. He noticed that the trim wheel was so far forward that the trim markers were not visible. The wheel was 180 degrees from where it should be. Being that we had an issue; I contacted dispatch several times with no luck. Just before I was going to arinc; the company flight returning said they would relay for us. I told company aircraft what we were experiencing and that we will need maintenance upon arrival. Getting closer to our destination I was concerned about what angle the elevator was in and how it was going to affect the landing segment. I declared an emergency with approach. Being that I have flown with this first officer for several years; I had complete confidence in his ability to finish the flight with him as the flying pilot. I asked the first officer during the approach to let me know of anything that he feels from the plane that is out of the norm. The first officer made a near perfect landing. After parking at the gate; airport authority and rescue asked me a few questions about the flight. I was courteous and helpful and thanked everyone very much for their assistance.

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Original NASA ASRS Text

Title: A B1900's trim wheel gear mechanism slipped and caused the trim wheel indication to be 180 degrees off. After take off; an extreme nose up condition required the non flying pilot's trim input to enable the flying pilot to control of the aircraft.

Narrative: First Officer was the flying pilot. Just as I called V1 the First Officer pulled back on the yoke and the aircraft began to climb rapidly. The very second he noticed the climb he began to compensate and push on the yoke. He was pushing so hard he was coming out of his chair. I then asked if he needed help with the trim; he said yes; and I began to roll the trim wheel forward until he said the plane was trimmed. We finished the climb segment; checklist and discussed what had happened. As we reached our cruising altitude he said the trim wheel was binding and the plane felt heavy. I took the controls and evaluated what was happening. He noticed that the trim wheel was so far forward that the trim markers were not visible. The wheel was 180 degrees from where it should be. Being that we had an issue; I contacted Dispatch several times with no luck. Just before I was going to ARINC; the Company flight returning said they would relay for us. I told Company aircraft what we were experiencing and that we will need maintenance upon arrival. Getting closer to our destination I was concerned about what angle the elevator was in and how it was going to affect the landing segment. I declared an emergency with approach. Being that I have flown with this First Officer for several years; I had complete confidence in his ability to finish the flight with him as the flying pilot. I asked the First Officer during the approach to let me know of anything that he feels from the plane that is out of the norm. The First Officer made a near perfect landing. After parking at the gate; airport authority and rescue asked me a few questions about the flight. I was courteous and helpful and thanked everyone very much for their assistance.

Data retrieved from NASA's ASRS site as of April 2012 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.