C208 pilot had 2 aircraft jacks shift when he began takeoff.

Attributes
ACN	601794
Time
Date	200312
Day	Mon
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : cmh.airport
State Reference	OH
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Operator	common carrier : charter
Make Model Name	Caravan 1 208A
Operating Under FAR Part	Part 119
Flight Phase	ground : preflight ground : takeoff roll
Flight Plan	IFR
Person 1
Affiliation	company : charter
Function	flight crew : single pilot
Qualification	pilot : instrument pilot : commercial pilot : multi engine
Experience	flight time last 90 days : 300 flight time total : 4200 flight time type : 2300
ASRS Report	601794
Person 2
Affiliation	government : foreign
Qualification	technician : airframe technician : powerplant
Events
Anomaly	aircraft equipment problem : critical non adherence : company policies non adherence : far non adherence : published procedure non adherence other
Independent Detector	other flight crewa
Resolutory Action	flight crew : rejected takeoff
Supplementary
Problem Areas	Company Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

I was picking up 2 mechanics, 3 floor jacks, and tools to do repair work on an aircraft located in maine. The loaders reported the weight of the jacks as 300 pounds for two and 150 pounds for the smaller one. We loaded the jacks aboard the aircraft and I strapped them down with a heavy strap and 2 double studded floor anchors, I tightened the load down firmly and checked it for security. I then boarded the passenger and picked up the ATC clearance. Before taking the runway for departure, I again visually inspected the load to insure its security. When I began the takeoff roll, I heard a crashing noise in the cargo compartment and I realized that the load must have come loose. I immediately aborted the takeoff roll, notified the tower and requested taxi back to the ramp. Upon returning to the ramp and shutting down the engine, I discovered that the load had shifted enough to allow the strap to slacken and 1 end hook to slip off of the floor anchor, then the whole load shifted aft from the momentum of the acceleration when I applied power for takeoff. The takeoff was aborted almost immediately after the application of power. No one was injured in the incident and no damage occurred to the aircraft. With the assistance of one of the mechanics, I resecured the load more carefully using 1 tiedown strap for each floor jack. We carefully tested the load for security and then proceeded with the mission to portland as planned. The incident was caused by my poor judgement in deciding to use only 1 strap to secure the load. I regularly transport mechanics and their tools, and typically secure their tools with a single tiedown strap. However in this instance, I failed to take into account the weight and size of the tools I was transporting, leading to a faulty decision regarding securing the load. For myself regarding corrective actions, I have since reviewed the cargo tiedown procedures listed in the poh for the CE208B to increase my awareness of how to secure a load correctly. As for the company I work for, I will recommend additional emphasis on the importance of correctly securing a load and additional emphasis when training pilots on how to secure their loads during recurrent training.

Original NASA ASRS Text

Title: C208 PLT HAD 2 ACFT JACKS SHIFT WHEN HE BEGAN TKOF.

Narrative: I WAS PICKING UP 2 MECHS, 3 FLOOR JACKS, AND TOOLS TO DO REPAIR WORK ON AN ACFT LOCATED IN MAINE. THE LOADERS RPTED THE WT OF THE JACKS AS 300 LBS FOR TWO AND 150 LBS FOR THE SMALLER ONE. WE LOADED THE JACKS ABOARD THE ACFT AND I STRAPPED THEM DOWN WITH A HVY STRAP AND 2 DOUBLE STUDDED FLOOR ANCHORS, I TIGHTENED THE LOAD DOWN FIRMLY AND CHKED IT FOR SECURITY. I THEN BOARDED THE PAX AND PICKED UP THE ATC CLRNC. BEFORE TAKING THE RWY FOR DEP, I AGAIN VISUALLY INSPECTED THE LOAD TO INSURE ITS SECURITY. WHEN I BEGAN THE TKOF ROLL, I HEARD A CRASHING NOISE IN THE CARGO COMPARTMENT AND I REALIZED THAT THE LOAD MUST HAVE COME LOOSE. I IMMEDIATELY ABORTED THE TKOF ROLL, NOTIFIED THE TWR AND REQUESTED TAXI BACK TO THE RAMP. UPON RETURNING TO THE RAMP AND SHUTTING DOWN THE ENG, I DISCOVERED THAT THE LOAD HAD SHIFTED ENOUGH TO ALLOW THE STRAP TO SLACKEN AND 1 END HOOK TO SLIP OFF OF THE FLOOR ANCHOR, THEN THE WHOLE LOAD SHIFTED AFT FROM THE MOMENTUM OF THE ACCELERATION WHEN I APPLIED PWR FOR TKOF. THE TKOF WAS ABORTED ALMOST IMMEDIATELY AFTER THE APPLICATION OF PWR. NO ONE WAS INJURED IN THE INCIDENT AND NO DAMAGE OCCURRED TO THE ACFT. WITH THE ASSISTANCE OF ONE OF THE MECHS, I RESECURED THE LOAD MORE CAREFULLY USING 1 TIEDOWN STRAP FOR EACH FLOOR JACK. WE CAREFULLY TESTED THE LOAD FOR SECURITY AND THEN PROCEEDED WITH THE MISSION TO PORTLAND AS PLANNED. THE INCIDENT WAS CAUSED BY MY POOR JUDGEMENT IN DECIDING TO USE ONLY 1 STRAP TO SECURE THE LOAD. I REGULARLY TRANSPORT MECHS AND THEIR TOOLS, AND TYPICALLY SECURE THEIR TOOLS WITH A SINGLE TIEDOWN STRAP. HOWEVER IN THIS INSTANCE, I FAILED TO TAKE INTO ACCOUNT THE WT AND SIZE OF THE TOOLS I WAS TRANSPORTING, LEADING TO A FAULTY DECISION REGARDING SECURING THE LOAD. FOR MYSELF REGARDING CORRECTIVE ACTIONS, I HAVE SINCE REVIEWED THE CARGO TIEDOWN PROCS LISTED IN THE POH FOR THE CE208B TO INCREASE MY AWARENESS OF HOW TO SECURE A LOAD CORRECTLY. AS FOR THE COMPANY I WORK FOR, I WILL RECOMMEND ADDITIONAL EMPHASIS ON THE IMPORTANCE OF CORRECTLY SECURING A LOAD AND ADDITIONAL EMPHASIS WHEN TRAINING PLTS ON HOW TO SECURE THEIR LOADS DURING RECURRENT TRAINING.

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.