B737-700
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 164; Flight Crew Type 17600
Troubleshooting; Confusion; Human-Machine Interface
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Overcame Equipment Problem
Aircraft
Departing Runway XXR at ZZZ over the shoreline at approximately 1;500 feet AGL; the Pilot Flying (PF) began a required turn to the left for heading of 210. The PF immediately verbalized a flight control abnormality stating that he is feeling resistance in the control wheel and that it couldn't be turned more than about half-scale deflection to the left; as if it was hitting the designed maximum stop.We continued the climb and the PF asked the Pilot Monitoring (PM) to take controls to see if the resistance was the same on both sides. The PM took the controls and agreed that the resistance was the same on both sides. Neither the PF nor the PM tried to force the control wheel beyond the point of resistance since the plane was still controllable in the normal range of operation up to 30 degrees angle of bank.The PM pulled out the QRH section 9.8 Jammed or Restricted Flight Controls. The PF continued to fly the SID as the PM ran the QRH and discussed the situation. The first thing we noticed about the QRH was that Step 4 required the use of Maximum Force to overpower a restricted system; however; this step did not seem to apply to us because the aircraft was controllable in the normal flight regime. This step introduced some doubt and confusion with the crew.We agreed that we didn't have a jam; but the maximum control deflection was restricted. Upon reaching Step 7; we had to decide whether the controls were normal or not normal. This step also introduced some confusion because we reasoned that since we both were able to make right and left turns under normal conditions up to 30 degrees angle of bank; the controls were for all intents and purposes normal. However; we still had the restriction; which gave us concern; and that full control wheel deflection was not normal.At this point; the crew decided to contact Maintenance and Dispatch on ARINC VHF radio and use all available resources to discuss the situation. The radios were very scratchy and there was a lot of feedback when the company keyed their microphones. All parties agreed that QRH 9.8 was the appropriate checklist for the situation; but the decision to continue or divert to the nearest suitable airport was still to be determined.As a crew; we felt that we were in a gray area between normal and not-normal flight controls but relayed to Maintenance that we felt comfortable continuing on to our destination. All parties agreed. En route; we continued to discuss the situation and it occurred to us that even though we could maneuver the plane normally; it was unknown whether an upset recovery might be diminished or not in the event of an encounter with wake turbulence; jet wash; or a rudder hard-over event. Such a condition might require Step 4 of the QRH to overpower the restriction with both Pilots. As a precaution; the crew asked ATC to keep the aircraft clear of potential wake turbulence due to restricted flight controls but that we were not declaring an emergency at this time.On final approach in full configuration; the PF experienced some ground convective turbulence and verbalized that he hit the resistance once during the approach as he was trying to counter the turbulence. This was unexpected; but the crew was able to land the aircraft safely.
B737-700 flight crew reported a flight control malfunction shortly after takeoff.