Cessna A185F accident near Englewood, Colorado, July 20, 2007
On July 20, 2007 at about 8:58 pm local time, a Cessna A185F, registered N78011, was substantially damaged in an accident near Englewood, Colorado (Centennial airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THIS CASE WAS REVISED 10/31/2007. Low compression in number 2 cylinder, which reduced the airplane's climb capability. Contributing factors in this accident were the high density altitude conditions, and the tree.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 20, 2007 · about 8:58 pm local time
- Place
- Englewood, Colorado · Centennial · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A185F · all A185Fs on the register
- Registration
- N78011 · no longer on the register · serial 3902
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THIS CASE WAS REVISED 10/31/2007. The pilot said he used a normal takeoff technique and rotated 10 knots higher than the recommended POH (Pilot Operating Handbook) speed. He tried "to stay in what little ground effect that was possible...[but] climb performance began to degrade after a few moments." He decided not to continue towards the south, but turned to parallel an interstate highway. During the turn, he had to maneuver the airplane to avoid hitting an overhead sign. The maneuver "scrubbed off enough energy/airspeed" that the pilot "elected to make a precautionary landing" and avoid "possibly stalling the airplane." The pilot landed on an embankment adjacent to the E-470 toll road. During the landing roll, the left wing struck a pine tree near the lift strut, damaging the main spar. Documents submitted by the pilot indicated the airplane was at or near gross weight and was within center of gravity limits. Density altitude was estimated to be between 8,800 and 9,200 feet msl. The pilot later examined the engine and reported the compression on No. 2 cylinder was 40/80.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea
- Flight time: 2,650 hours in all; 151 in this make and model; 43 in the last 90 days; 25 in the last 30 days; 2,575 as pilot in command
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,384 hours
- Last inspection: annual inspection, September 1, 2006
- Maximum gross weight: 3,525 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-D (piston); 0 hours total
The flight
- Departed from: APA Englewood CO at 9:04 pm
- Destination: 49B Sturgis SD
- Flight plan: none
- Runway 17L, 10,002 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 14 knots, gusting 19
- Visibility: 10 statute miles
- Sky: a few clouds at 8,000 ft
- Temperature: 86°F (30°C), dew point 48°F (9°C)
- Altimeter: 30.09 inHg
- Observation at 9:16 pm from APA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.