Narrative:

I was on an IFR flight from avl to ekn, with cin as an alternate, leaving avl at approximately XD30. The terminal forecast for ekn between XA00-XG00 was temperature visibility 3 mi, light snow showers, mist, 2500 ft broken. After reviewing WX radar and satellite views, along with 12 hour forecast, it appeared the WX was to improve. I left avl with 2 passenger at an altitude of 17000 ft, subsequently modified to 13000 ft. Approximately 15 mi from ekn, while above the clouds, ATC directed me to descend to 7000 ft. As I descended through 10000 ft, I started to pick up ice and asked to climb back to 10000 ft. About 30 mi away and north of my destination, was ice at about 5000 ft. I lost some of the ice, but not all that I had picked up earlier. I picked up the ASOS for ekn (ceilings at 3500 ft, visibility 2 mi, snow and wind from 270 degrees). I radioed clarksburg that I was prepared for the GPS approach to runway 23 at ekn. Clarksburg directed me to descend to 5000 ft and proceed to ugjob, the IAF for the GPS to runway 23. Shortly after beginning the descent and before arriving at ugjob, I noticed I was beginning to pick up ice again. The plane remained stable at 120 KTS. I turned inbound at ugjob at 5000 ft where I remained as I approached muhap. I crossed muhap at 5000 ft and 120 KTS in stable flight and began the descent to 3500 ft prior to eluxy, the FAF. At eluxy I began my descent to the MDA and broke out of the clouds between 3300-3200 ft. Until I broke out of the clouds, I continued to pick up ice on my descent. As I crossed the missed approach (tygrt), my airspeed remained 120 KTS and I had the airport in sight and was continuing my approach to land. I began to slowly reduce speed and crossed the threshold of the airport at about 25 ft and 100 KTS. As I got lower, I continued to slightly reduce speed and slowly raise the nose of the plane. After much thought, I believe I must have been 5-10 ft above the runway, centered for landing, when I lost my lift and the plane dropped onto the runway, destroying the nose gear and propeller. My passenger were uninjured -- I pulled the fuel off, notified the FAA over the CTAF of what had happened, and then left the airplane in the middle of runway 23, approximately 800 ft from the threshold. Chain of events: I believe the chain of events began to develop when I got my first WX briefing and failed to recognize the likelihood of encountering ice, predicated upon the WX reports. I believed the WX was improving from the sat photos and radar, but that was not the case. I could have amended my flight plan when I first encountered ice, but thought that was an isolated occurrence. The ice itself was not a problem until touchdown, when my lack of experience in landing with ice on my wings allowed me to not fully consider the effect of pulling off power while simultaneously raising the nose for touchdown. Had I left power on for maintaining 100 KTS, there may have been no problem with landing, other than it being long. Human performance: my judgement about the possibility of ice and its effect upon my touching down at landing was poor. I believe I correctly decided to not lower flaps, to maintain a higher than normal rate of speed for my descent to landing, but incorrectly calculated the timing for reducing speed and raising the nose after crossing the airport threshold. I was a little nervous about the amount of ice on my wings, since there appeared to be about 1-1 1/2 inches on the strut, but when measured for thickness the next day, was only about 1/2 inch.

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Original NASA ASRS Text

Title: A C206 PLT STALLED OUT 5-10 FT HIGH ON LNDG DUE TO ICE BUILDUP.

Narrative: I WAS ON AN IFR FLT FROM AVL TO EKN, WITH CIN AS AN ALTERNATE, LEAVING AVL AT APPROX XD30. THE TERMINAL FORECAST FOR EKN BTWN XA00-XG00 WAS TEMP VISIBILITY 3 MI, LIGHT SNOW SHOWERS, MIST, 2500 FT BROKEN. AFTER REVIEWING WX RADAR AND SATELLITE VIEWS, ALONG WITH 12 HR FORECAST, IT APPEARED THE WX WAS TO IMPROVE. I LEFT AVL WITH 2 PAX AT AN ALT OF 17000 FT, SUBSEQUENTLY MODIFIED TO 13000 FT. APPROX 15 MI FROM EKN, WHILE ABOVE THE CLOUDS, ATC DIRECTED ME TO DSND TO 7000 FT. AS I DSNDED THROUGH 10000 FT, I STARTED TO PICK UP ICE AND ASKED TO CLB BACK TO 10000 FT. ABOUT 30 MI AWAY AND N OF MY DEST, WAS ICE AT ABOUT 5000 FT. I LOST SOME OF THE ICE, BUT NOT ALL THAT I HAD PICKED UP EARLIER. I PICKED UP THE ASOS FOR EKN (CEILINGS AT 3500 FT, VISIBILITY 2 MI, SNOW AND WIND FROM 270 DEGS). I RADIOED CLARKSBURG THAT I WAS PREPARED FOR THE GPS APCH TO RWY 23 AT EKN. CLARKSBURG DIRECTED ME TO DSND TO 5000 FT AND PROCEED TO UGJOB, THE IAF FOR THE GPS TO RWY 23. SHORTLY AFTER BEGINNING THE DSCNT AND BEFORE ARRIVING AT UGJOB, I NOTICED I WAS BEGINNING TO PICK UP ICE AGAIN. THE PLANE REMAINED STABLE AT 120 KTS. I TURNED INBOUND AT UGJOB AT 5000 FT WHERE I REMAINED AS I APCHED MUHAP. I CROSSED MUHAP AT 5000 FT AND 120 KTS IN STABLE FLT AND BEGAN THE DSCNT TO 3500 FT PRIOR TO ELUXY, THE FAF. AT ELUXY I BEGAN MY DSCNT TO THE MDA AND BROKE OUT OF THE CLOUDS BTWN 3300-3200 FT. UNTIL I BROKE OUT OF THE CLOUDS, I CONTINUED TO PICK UP ICE ON MY DSCNT. AS I CROSSED THE MISSED APCH (TYGRT), MY AIRSPD REMAINED 120 KTS AND I HAD THE ARPT IN SIGHT AND WAS CONTINUING MY APCH TO LAND. I BEGAN TO SLOWLY REDUCE SPD AND CROSSED THE THRESHOLD OF THE ARPT AT ABOUT 25 FT AND 100 KTS. AS I GOT LOWER, I CONTINUED TO SLIGHTLY REDUCE SPD AND SLOWLY RAISE THE NOSE OF THE PLANE. AFTER MUCH THOUGHT, I BELIEVE I MUST HAVE BEEN 5-10 FT ABOVE THE RWY, CTRED FOR LNDG, WHEN I LOST MY LIFT AND THE PLANE DROPPED ONTO THE RWY, DESTROYING THE NOSE GEAR AND PROP. MY PAX WERE UNINJURED -- I PULLED THE FUEL OFF, NOTIFIED THE FAA OVER THE CTAF OF WHAT HAD HAPPENED, AND THEN LEFT THE AIRPLANE IN THE MIDDLE OF RWY 23, APPROX 800 FT FROM THE THRESHOLD. CHAIN OF EVENTS: I BELIEVE THE CHAIN OF EVENTS BEGAN TO DEVELOP WHEN I GOT MY FIRST WX BRIEFING AND FAILED TO RECOGNIZE THE LIKELIHOOD OF ENCOUNTERING ICE, PREDICATED UPON THE WX RPTS. I BELIEVED THE WX WAS IMPROVING FROM THE SAT PHOTOS AND RADAR, BUT THAT WAS NOT THE CASE. I COULD HAVE AMENDED MY FLT PLAN WHEN I FIRST ENCOUNTERED ICE, BUT THOUGHT THAT WAS AN ISOLATED OCCURRENCE. THE ICE ITSELF WAS NOT A PROB UNTIL TOUCHDOWN, WHEN MY LACK OF EXPERIENCE IN LNDG WITH ICE ON MY WINGS ALLOWED ME TO NOT FULLY CONSIDER THE EFFECT OF PULLING OFF PWR WHILE SIMULTANEOUSLY RAISING THE NOSE FOR TOUCHDOWN. HAD I LEFT PWR ON FOR MAINTAINING 100 KTS, THERE MAY HAVE BEEN NO PROB WITH LNDG, OTHER THAN IT BEING LONG. HUMAN PERFORMANCE: MY JUDGEMENT ABOUT THE POSSIBILITY OF ICE AND ITS EFFECT UPON MY TOUCHING DOWN AT LNDG WAS POOR. I BELIEVE I CORRECTLY DECIDED TO NOT LOWER FLAPS, TO MAINTAIN A HIGHER THAN NORMAL RATE OF SPD FOR MY DSCNT TO LNDG, BUT INCORRECTLY CALCULATED THE TIMING FOR REDUCING SPD AND RAISING THE NOSE AFTER XING THE ARPT THRESHOLD. I WAS A LITTLE NERVOUS ABOUT THE AMOUNT OF ICE ON MY WINGS, SINCE THERE APPEARED TO BE ABOUT 1-1 1/2 INCHES ON THE STRUT, BUT WHEN MEASURED FOR THICKNESS THE NEXT DAY, WAS ONLY ABOUT 1/2 INCH.

Data retrieved from NASA's ASRS site as of July 2007 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.