EMB ERJ 190/195 ER/LR
Flight Crew Air Transport Pilot (ATP)
Troubleshooting
Aircraft Equipment Problem Critical
Aircraft
While rotating for takeoff I noticed the aircraft yawing around 20-30 degrees with no crosswind component. Upon completion of the after takeoff check list the captain and I discussed the odd flight characteristics on rotation. We noticed the yaw trim wasn't centered and corrected it. After adjusting the yaw and roll trim were noticed both were moving past the commanded position. The captain ran the applicable QRH and we proceeded to [our destination]. The flight continued without incident until I disconnected the autopilot for landing. I had a difficult time maintaining roll control due to a pronouncement right rolling tendency with roll and yaw trim centered. I was able to compensate for the abnormal rolling tendency and landed normally. We notified maintenance of the malfunctions and control issues.
It was the first flight of the day and second day of a three day. VFR morning and the First Officer the PF (Pilot Flying). He had limited time on the airplane but extremely sharp and in tune with the airplane. During a normal takeoff (no wind/x-wind); my First Officer rotated and I notice the nose starting to yaw to the right as if there was a large x-wind. No substantial wind was noted; I looked at all the engine indications and everything looked normal. After clean up I informed him his inclinometer ball wasn't centered and what happened on takeoff? He was as shocked as I was and didn't know why the nose inadvertently drifted. Upon looking at the trim we noticed the yaw indicating half right and the roll 1/4 left. Upon returning the aircraft to a coordinated state the trim indication showed uncommanded movement of both the yaw and roll trim. Upon leveling at cruise to ensure we were seeing the same we disconnected the autopilot and re-trimmed the aircraft and noticed upon selecting the yaw trim the indicators kept moving more than commanded. The trim would creep but did not meet the threshold for the automated 'trim' aural warning. This function was tested and worked during my flow. I know the trim was centered on the ground.  Being that the trim was not a complete runaway and was controllable in the sense of repeated centering and constant monitoring; we continued to [our destination]. We reviewed the immediate action items and the QRH but nothing was cut and dry on having more than one trim runaway.  The FO (First Officer) and I agreed that if this problem persisted that we would utilize the AP/DISC (Autopilot Disconnect) press and hold memory item and work out a solution from there. I tried to speak with [Maintenance Control] but another aircraft had an Emergency and I was unable to make contact. I advised dispatch via ACARS of our issue and was told to call tech ops on the ground. On approach; the FO disconnected the AP and I quickly observed him placing large amounts of left aileron (8- 9 o'clock position) with current winds showing only a 2 knot crosswind. Upon landing and follow up with tech ops; the aircraft had a small history of recent flight control issues. The FO taking over the aircraft was one of the crews who had previously written the aircraft up for similar issue in regards to the ailerons. Upon meeting up with crew who flew the aircraft and overnighted this aircraft; they too had a similar condition but didn't notice the trim. I've never seen or heard of two trims moving uncommanded at the same time let alone in opposite directions. No QRH procedure exists nor can you account for everything that can and will go wrong. If I had followed the QRH preemptively by isolating both yaw and trim computers I was unsure if it was safer to do so or if by doing so might inadvertently put me in a worse situation. Was it the Trim Panel; wiring issues; a rogue rudder PCU (Power Control Unit)? I didn't know; but we did our best to monitor; stabilize and create readiness for a plan B.
ERJ-190 flight crew reported uncommanded trim movement in both the yaw and roll axis.