Narrative:

We were operating as a ferry flight. We pushed off the gate; started the number 2 engine; and noticed a #2 dc gen hot caution light. We ran the checklist; turned off the #2 dc generator; and the light did not extinguish. The aircraft had experienced a lot of rainfall and heavy winds due to hurricane and it sat at the gate there for the past 2 nights. We figured it was just water that got into the cannon plugs and the fix would be quick. We taxied back to the gate with the #1 engine; shut down; and contract maintenance came over. He fixed the problem and we were out again. During the flight control check just before takeoff I did not notice any abnormalities. We were cleared for takeoff. It was the captain's leg to fly. He advanced the power levers. As the aircraft started gaining airspeed on the takeoff roll the control yoke started deflecting to the right. The captain had to forcefully bring the control yoke to the neutral position and upon releasing some control resistance it deflected completely to the right again. The captain rejected the takeoff and I informed tower that we were rejecting the takeoff.we returned to the gate and upon inspection with the mechanic we noticed that the hinge for the #2 aileron was bent. The mechanic climbed up on the ladder for further inspection. The mechanic barely touched the aileron spring tab and the spring tab mechanism fell apart; showing an obvious metal fatigue crack in the support base. I did not notice any abnormalities during my walk around and preflight inspection before the flight occurred. Maybe better maintenance inspections or a better design for the stress-prone spring tab components.

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Original NASA ASRS Text

Title: DASH 8 flight crew reports a rejected takeoff when the Captain senses a large amount of apparent right aileron trim during the takeoff roll. Upon return to the gate it is discovered that the number 2 aileron spring tab hinge is bent and the spring tab mechanism is broken. The aircraft had been subjected to strong winds and rain during tropical storm.

Narrative: We were operating as a ferry flight. We pushed off the gate; started the Number 2 engine; and noticed a #2 DC GEN HOT caution light. We ran the checklist; turned off the #2 DC Generator; and the light did not extinguish. The aircraft had experienced a lot of rainfall and heavy winds due to hurricane and it sat at the gate there for the past 2 nights. We figured it was just water that got into the cannon plugs and the fix would be quick. We taxied back to the gate with the #1 engine; shut down; and contract maintenance came over. He fixed the problem and we were out again. During the flight control check just before takeoff I did not notice any abnormalities. We were cleared for takeoff. It was the Captain's leg to fly. He advanced the power levers. As the aircraft started gaining airspeed on the takeoff roll the control yoke started deflecting to the right. The Captain had to forcefully bring the control yoke to the neutral position and upon releasing some control resistance it deflected completely to the right again. The Captain rejected the takeoff and I informed Tower that we were rejecting the takeoff.We returned to the gate and upon inspection with the mechanic we noticed that the hinge for the #2 aileron was bent. The mechanic climbed up on the ladder for further inspection. The mechanic barely touched the aileron spring tab and the spring tab mechanism fell apart; showing an obvious metal fatigue crack in the support base. I did not notice any abnormalities during my walk around and preflight inspection before the flight occurred. Maybe better maintenance inspections or a better design for the stress-prone spring tab components.

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.