Narrative:

We pushed back from the gate started engines and taxied to the de-ice pad. We were de-iced with type 1 fluid and anti-iced with type 4 fluid. This was completed at approximately XA16 and we started engines and taxied to runway 27L. We were #2 for departure and waited briefly for one aircraft to depart ahead of us. We were cleared onto the runway at approximately XA30. When the first officer did the flight control check prior to takeoff he remarked that the elevator felt heavy. Once we were lined up I took the controls to check the feel and noticed the elevator was somewhat heavy; but thought it was not abnormal and so stated to the first officer. We were then cleared for takeoff; so I held the brakes and ran up the engine power to approximately 50% for 10 seconds; just before I released the brakes the aircraft began to slide on the slippery surface with the brakes locked; so I released the brakes and began the takeoff roll. A normal takeoff run occurred and the de-ice fluids adjusted V1 (approximately 114kts) was called and I attempted to rotate the aircraft for takeoff. The elevator control moved only slightly as I applied a very strong force to raise the nose of the aircraft. I immediately realized I could not rotate the aircraft for takeoff and called 'reject' and brought the power levers to disc and applied braking slowing down rapidly with good directional control and cleared the runway and told the tower we would like to taxi back to our gate and would not need assistance. We proceeded back to our original gate; deplaned our passengers; and notified maintenance. Once our passengers were away I did a post-flight inspection of the aircraft and found no contamination on the aircraft.callback conversation with reporter revealed the following information: the reporter states that prior to takeoff a slight elevator resistance during the control check did not seem abnormal. During takeoff elevator control movement was virtually impossible. After returning the gate inspections by both the flight crew and maintenance revealed no abnormalities causing the elevator to bind. The aircraft was thoroughly inspected later in the day by maintenance and the elevator interior was examined. No liquids were discovered which would allow contaminant freezing. One supposition the reporter made is that type 4 anti-ice fluid builds a type of air dam in front of the elevator control tab disrupting the airflow thereby not permitting the tab to assist in elevator movement toward the takeoff position. This type of event has not occurred on the air carrier's DHC8-100's which have a different type of elevator control. The reporter knows of three previous similar events on other DHC8-300's.

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Original NASA ASRS Text

Title: A DHC8-300 elevator became too stiff to allow rotation at takeoff speed after the aircraft was anti-iced with type 4 fluid; possibly creating an 'air dam' at the leading edge of the elevator.

Narrative: We pushed back from the gate started engines and taxied to the de-ice pad. We were de-iced with type 1 fluid and anti-iced with type 4 fluid. This was completed at approximately XA16 and we started engines and taxied to runway 27L. We were #2 for departure and waited briefly for one aircraft to depart ahead of us. We were cleared onto the runway at approximately XA30. When the First Officer did the flight control check prior to takeoff he remarked that the elevator felt heavy. Once we were lined up I took the controls to check the feel and noticed the elevator was somewhat heavy; but thought it was not abnormal and so stated to the First Officer. We were then cleared for takeoff; so I held the brakes and ran up the engine power to approximately 50% for 10 seconds; just before I released the brakes the aircraft began to slide on the slippery surface with the brakes locked; so I released the brakes and began the takeoff roll. A normal takeoff run occurred and the de-ice fluids adjusted V1 (approximately 114kts) was called and I attempted to rotate the aircraft for takeoff. The elevator control moved only slightly as I applied a very strong force to raise the nose of the aircraft. I immediately realized I could not rotate the aircraft for takeoff and called 'REJECT' and brought the power levers to disc and applied braking slowing down rapidly with good directional control and cleared the runway and told the tower we would like to taxi back to our gate and would not need assistance. We proceeded back to our original gate; deplaned our passengers; and notified maintenance. Once our passengers were away I did a post-flight inspection of the aircraft and found no contamination on the aircraft.Callback conversation with reporter revealed the following information: The reporter states that prior to takeoff a slight elevator resistance during the control check did not seem abnormal. During takeoff elevator control movement was virtually impossible. After returning the gate inspections by both the flight crew and maintenance revealed no abnormalities causing the elevator to bind. The aircraft was thoroughly inspected later in the day by maintenance and the elevator interior was examined. No liquids were discovered which would allow contaminant freezing. One supposition the reporter made is that type 4 anti-ice fluid builds a type of air dam in front of the elevator control tab disrupting the airflow thereby not permitting the tab to assist in elevator movement toward the takeoff position. This type of event has not occurred on the air carrier's DHC8-100's which have a different type of elevator control. The reporter knows of three previous similar events on other DHC8-300's.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.