And a couple of other things, highly relevent to this discussion:
1. How does the trim work? Please see this excellent article:
https://skybrary.aero/bookshelf/books/2627.pdf
A little quote from that article, to whet your appetite:
Your speed is low, about Vapp and the thing is pitching firmly upward. You need ample forward stick/elevator to restrain it. You don’t want to carry this load for long so you retrim. Question: if you run the trim forward while maintaining forward pressure on the wheel, what happens? Hands up all those who think the load reduces to zero. I see a lot of hands. My unscientific polling to date suggests that just about everyone is convinced that this is what happens, but it doesn’t.
2. Be careful in the application of nose-down trim. The FlyDubai 737-800 that dived into the ground following a go-round at Rostov-On-Don in 2016 was put into that attitude by an excessive application of nose-down trim (the application lasted for 12 seconds!). Having established the aircraft in the go-round, the PF (Captain) then pressed the trim switch forward, and held it there, knowing that several seconds of application would be required. His intention, no doubt, would have been to release the switch after a few seconds, but with the high cockpit workload at the time, it appears he then became distracted - with his thumb still pressing the switch forward!
The end result was a 12 second nose-down trim application that, after sending loose objects and unrestrained passengers onto the ceiling, gave a 50 degree angle of descent!
https://en.wikipedia.org/wiki/Flydubai_Flight_981