CRJ-900 flight crew reported an EICAS caution for flaps half speed MEL appeared around 10000 ft. on climb out. While complying with the QRH; the autopilot was disconnected; which resulted in an abrupt nose up pitch of the aircraft. The flight crew regained control of the aircraft elected to divert to make a precautionary landing.
Synopsis
CRJ-900 flight crew reported an EICAS caution for flaps half speed MEL appeared around 10000 ft. on climb out. While complying with the QRH; the autopilot was disconnected; which resulted in an abrupt nose up pitch of the aircraft. The flight crew regained control of the aircraft elected to divert to make a precautionary landing.
Narrative
On climb-out; associated EICAS Cautions for flaps half speed MEL appeared around 10000 ft. Noted that the Captain who was Pilot flying (PF) selected vertical speed 1500 FPM and autopilot held 2500 FPM. While communicating with ATC; an elevator split caution message appeared; and the Captain instructed me to run the QRH. First step is to disconnect the autopilot; and with the disconnect; abrupt nose up pitch most likely due to out of trim condition from autopilot. As the Captain brought the nose down we passed through 17000 ft. and leveled off at 17500 ft; then notified ATC of correction. QRH procedure instructed us to land at the nearest suitable airport with the longest runway; and the decision was made to go to ZZZ. After notifying ATC; a message was sent to Dispatch to inform them of the situation. As aircraft control was affected; the Captain elected to return to the airport. On descent to the airport; the Captain gave control of the aircraft to me for descent so that the Captain could manage the situation and communicate as necessary and set up for approach. On vectors; when stopping a turn; I noticed a slight right bank tendency of aircraft when holding headings. Airport Rescue and Firefighting (ARFF) was requested and set up for visual XXL. On vector for approach; the runway was changed to XYL. Captain communicated with Flight Attendants (FAs) and passengers. Approach and landing per the QRH made at ZZZ. Upon landing we informed ATC no further assistance was required. At the gate; maintenance came onboard; and when we looked at the flight control page; the left stabilizer was slightly above the right stabilizer. If due to MEL cautions; explaining time frame in which autopilot needs to be disconnected; and for the QRH procedure; putting a reminder to check trim condition and guidelines for when to brace controls firmly.
Second reporter narrative
Departing runway on climb we encountered associated MEL caution messages shown on EICAS. Shortly after; a non associated elevator split caution message appeared as we were complying with ATC instructions. I called for proper QRH. At 17000 ft; we disconnected the auto pilot and an abrupt nose up pitch happened (possibly due to out of trim condition). I brought the nose down and recovered the altitude deviation 17500 ft. I notified ATC of the correction. QRH procedure instructed us to land at the nearest suitable airport with the longest runway and the decision was made to go to ZZZ. After notifying ATC; we were given a right turn directly to ZZZ. A message was sent to Dispatch to inform them of the situation and plan. We asked for Airport Rescue and Firefighting (ARFF) to stand by. I switched the roles of the flight crew and became PM (up until approach) in order to better manage the flight. We asked for delaying vectors; finished QRH; and set up an approach for XXL. When workload permitted; I communicated with Flight Attendants and passengers about the situation at hand. (Briefing was communicated to Flight Attendants). We received a runway change to XYL; completed all checklists and landed as directed by QRH. Landing was smooth and taxing to the gate was uneventful.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.