Knowing that I had had a serious pitch control problem, I asked for a check of the elevator and trim tab travels. The elevator was as it should be. The trim tab offered 3 degrees, where I would have expected to find five degrees according to the type certificate data sheet. I asked that the maximum travel in this direction be provided. I got 7 degrees. There was still a lack of certainty as to what the problem was, because I could not see how such a small travel limit error could produce such a dramatic effect. I invited the mechanic to join me in my next test flight.
Pilot DAR, may I ask a couple of questions please? First, I presume you wrote the defect up on arrival, so how did maintenance clear the defect for flight or was it done on conditions, and second, given the lack of certainty, why did you carry out a second flight? I ask because I have been in a similar situation (though on a much larger twin jet aircraft) though the whole thing played out very differently.
By the way, the roll for loss of control in pitch advice is excellent and should be more widely known; it's especially helpful in case of runaway trim on departure. All of us who do testing should know the basics back to front. Neil Williams' excellent write-up of his horrid flight with a failed spar is a good ILAFFT treatise and should be compulsory for all:
Zlin wing Structural Failure Report - Neil Williams