NYC04LA050

The pilot of the cargo flight reported that she arrived at the airplane at 0515 and performed a preflight inspection. The airplane was ready to depart about 0600 and she performed a final walk-around inspection prior to takeoff. The airplane had climbed to 300 to 400 feet above the runway, and was at an airspeed of about 120 knots, when it became "abnormally heavy on the flight controls," and "very unstable about its lateral axis (pitch control)." The pilot elected to reduce the throttle to idle and perform the rejected takeoff procedure. The airplane touched down in snow covered grass, about 85 feet approximately 85 feet off the left side of the runway. The airplane's landing gear collapsed, and the fuselage was buckled near the aft end of the cargo pod. Photographs taken by airport personnel shortly after the accident revealed areas of frost present on the wings and empennage. In addition, ice was observed on portions of the leading edges of the left and right wings. Examination of the airplane did not revealed any mechanical malfunctions. The Cessna 208B information manual, section 4, Normal Procedures, Cold Weather Operations, stated in part: "...Even small accumulations of frost, ice, or snow must be removed, particularly from wing, tail and all control surfaces to assure satisfactory flight performance and handling...." A weather observation taken at the departure airport about the time of the accident included a temperature and dew point of 16 degrees F.

On December 20, 2003, about 0618 eastern standard time, a Cessna 208B, N9469B, operated by Martinaire, Inc., was substantially damaged during takeoff from the Cincinnati/Northern Kentucky International Airport (CVG), Covington, Kentucky. The certificated airline transport pilot was not injured. Visual meteorological conditions prevailed and an instrument flight rules flight plan had been filed for the flight destined for Mc Ghee Tyson Airport, Knoxville, Tennessee. The cargo flight was conducted under 14 CFR Part 135.

The pilot stated that she flew the accident airplane to CVG the evening before the accident. The following morning, she arrived at the airplane at 0515, and performed a preflight inspection. The airplane was loaded with 2,375 pounds of freight, and ready for departure about 0600. The pilot performed a final walk-around inspection to ensure the airplane was secure and the startup area was free of obstacles, before entering the airplane. The pilot taxied to, and departed runway 27, a 10,000-foot-long, 150-foot-wide, asphalt runway. The airplane had climbed to 300 to 400 feet above the runway, and was at an airspeed of about 120 knots, when it became "abnormally heavy on the flight controls," and "very unstable about its lateral axis (pitch control)." The pilot elected to reduce the throttle to idle and perform the rejected takeoff procedure.

The airplane touched down on snow covered grass approximately 85 feet off the left side of the runway, and 262 feet beyond the 7,000-foot runway marker. The airplane came to rest approximately 315 feet off the left side of the runway, and 460 feet prior to the 9,000-foot runway marker. The airplane's landing gear collapsed, and the fuselage was buckled near the aft end of the cargo pod.

Photographs taken by airport personnel shortly after the accident revealed areas of frost present on the wings and empennage. In addition, ice was observed on portions of the leading edges of the left and right wings.

Examination of the airplane by a Federal Aviation Administration inspector did not revealed any mechanical malfunctions.

The operator stated that de-icing services were available for the airplane at CVG. During an initial conversation with airport personnel, the pilot stated that she did not feel it was necessary to de-ice the airplane prior to takeoff.

The Cessna 208B information manual, section 4, Normal Procedures, Cold Weather Operations, stated in part:

"...Even small accumulations of frost, ice, or snow must be removed, particularly from wing, tail and all control surfaces to assure satisfactory flight performance and handling...."

The operator reported that the pilot had accumulated about 4,095 hours of total flight experience, which included 770 in the Cessna 208. The pilot had also completed a cold weather operations recurrent training course during November 2003.

After the accident, about 1,600 pounds of fuel was removed from the airplane, and the cargo was weighed. The airplane's takeoff weight was estimated to be about the maximum takeoff weight of 8,750 pounds.

A weather observation taken at CVG, at 0551, included: winds from 270 degrees at 5 knots, and a temperature and dew point of 16 degrees F.