On April 21, 2012, about 1810 mountain daylight time, a Beech P35, N8518M, sustained substantial damage when it hit an airport perimeter fence and impacted the terrain during takeoff from runway 10 at the Centennial Airport (APA), Englewood, Colorado. The private pilot, the sole occupant, received minor injuries. The airplane was registered to and operated by a private individual under the provisions of the 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed. The airplane was departing APA and was en route to the Front Range Airport, (FTG), Denver, Colorado. Use your browsers 'back' function to return to synopsisReturn to Query Page
The pilot reported that he performed the standard run-up procedures prior to departure. He cycled the propeller as required and placed it in the full forward position before departing from runway 10 (4,800 feet by 75 feet, asphalt). He reported that he focused "solely on the airspeed" indicator during takeoff, and that the airplane was slow to gain airspeed. He observed the airspeed needle enter the white band, and then the bottom of the green band by the end of the runway. He stated that the airplane became airborne, but was not gaining altitude. He saw the perimeter fence and increased the pitch of the airplane, and then he heard the stall warning sound. The airplane hit the fence and then impacted the ground, which resulted in substantial damage to the wings and fuselage. The engine mounts were broken and the engine partially separated from the airframe.
The Federal Aviation Administration airworthiness inspector examined the airplane's fuel system and found no anomalies. The propeller control was found about 1.5 inches from the full forward position at the accident site. The propeller control had full travel and the locking feature worked properly. No anomalies were noted during the examination of the airplane.
The examination of the engine revealed that the magnetos produced spark on all leads. The spark plugs exhibited normal wear and color. A compression test was performed with the following results: No. 1 - 66/80 psi; No. 2 – 62/80 psi; No. 3 – 65/88 psi; No. 4 – 69/88 psi; No. 4 – 69/88 psi; No. 5 – 74/88 psi; and No. 6 – 70/88 psi.