A LIGHT TWIN JET PLT DISTR BY THE PITCH TRIM FAILURE AFTER TKOF EXCEEDED THE 3000 FT INITIAL ALT ASSIGNMENT.

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THE PURPOSE OF THE FLT WAS TO EVALUATE THE CONDITION OF THE FLAP AND SPOILER SYS OF THE ACFT POST MAINT. UNKNOWN TO ME WAS THE ACFT HAD NOT FLOWN IN AN EXTENDED PERIOD OF TIME; AND EXTENSIVE MAINT HAD BEEN ACCOMPLISHED ON THE ACFT. BECAUSE IT IS THE NATURE OF MY DAILY FLT MISSIONS TO OPERATE ACFT IN VARYING STATES OF REPAIR; I DID NOT ANTICIPATE THE KIND OF PROBS THAT THIS ACFT PRESENTED ME WITH. I WORK IN THE ACFT MANUFACTURING SIDE OF THE COMPANY; AND THE ACFT HAD BEEN REPAIRED BY ANOTHER ELEMENT OF THE COMPANY. I REQUESTED AND RECEIVED A CLRNC FOR A CLB TO VFR ON TOP WHICH I FREQUENTLY USE TO ACCOMPLISH THE WORK IN THE MOST EXPEDITIOUS MANNER POSSIBLE. AFTER A ROUTINE PREFLT AND RUNUP; A NORMAL TKOF WAS COMPLETED. IMMEDIATELY FOLLOWING THE TKOF; THE 'NORMAL' TRIM FOR THE PITCH SYS FAILED. THE DEP PROC CALLS FOR AN IMMEDIATE TURN (WITHIN 1 NM FROM 360 DEGS TO 030 DEGS; WITH THE INITIAL ALT OF 3000 FT -- APPROX 1600 FT CLB). WHILE COMPLETING THE TKOF GEAR; FLAPS; AND ASSOCIATED TKOF TASKS; THE PITCH FLT CTL PRESSURES IN THIS ACFT GROW RAPIDLY. THESE ARE EASILY COMPENSATED FOR WITH THE NORMAL SYS. IN MY CASE; IT WAS NECESSARY TO MOVE A SWITCH AND MOVE 2 TOGGLE SWITCHES LOCATED ON THE CTR PEDESTAL. DURING THE PROCESS OF ACCOMPLISHING THESE TASKS; THE ACFT EXCEEDED THE ASSIGNED ALT OF 3000 FT BY ALMOST 800 FT. I RECOVERED THE RAPIDLY CLBING ACFT AND DSNDED BACK TO 3000 FT. ALL OF THIS TOOK PLACE IN APPROX 2-3 MINS FOLLOWING THE BRAKE RELEASE AT TKOF. LESSONS LEARNED: CAREFULLY REVIEW ALL MAINT RECORDS -- EVEN WHEN THE FLT SEEMS ROUTINE. IF THERE HAS BEEN MAINT ACCOMPLISHED PRIOR TO THE FLT; CONSIDER THE WX; ATC; AND ANY OTHER LIMITING FACTORS -- IN MY CASE; I WAS RECOVERING FROM A COLD. THE ISSUES COMBINED WITH THE FACT THAT THE ACFT WAS NOT AS AIRWORTHY AS ORIGINALLY PRESENTED. DON'T LET COMPANY PRESSURES PLACE YOU IN A COMPROMISING POS.