Beech P35 accident near Aurora, Colorado, October 8, 1990
On October 8, 1990 at about 2:03 am local time, a Beech P35, registered N1568S, was substantially damaged in an accident near Aurora, Colorado. It was a business flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
INADVERTENT STALL. FACTORS WERE HIS DECISION TO DISREGARD IN-FLIGHT WEATHER ADVISORIES, CONTINUED FLIGHT INTO KNOWN ADVERSE WEATHER, AND ICING CONDITIONS AND THE FLIGHT INTO THE KNOWN ADVERSE WEATHER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 8, 1990 · about 2:03 am local time
- Place
- Aurora, Colorado · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech P35 · all P35s on the register
- Registration
- N1568S · no longer on the register · serial D-6994
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT OBTAINED TWO WEATHER BRIEFING THAT INCLUDED FORECAST ICING CONDITIONS. THE FLIGHT PROCEEDED UNEVENTFULLY UNTIL IT ARRIVED IN THE VICINITY OF THE KIOWA VORTAC, NEAR DENVER. APPROACH CONTROL ADVISED THE PILOT OF TWO PIREPS: LIGHT TO MODERATE RIME ICING, AND MODERATE TO SEVERE RIME ICING, REPORTED BY SEVERAL AIRCRAFT. THE PILOT ELECTED TO CONTINUE. THE PILOT REPORTED ACCUMULATING ICE SHORTLY THEREAFTER, AND REQUESTED AN ILS APPROACH TO DENVER'S STAPLETON INTERNATIONAL AIRPORT. WHILE BEING VECTORED, THE PILOT WAS UNABLE TO MAINTAIN SEVERAL ASSIGNED ALTITUDES. HE WAS VECTORED TOWARDS BUCKLEY ANG BASE, BUT CRASHED ABOUT ONE MILE SHORT OF THE RUNWAY. THE SHERIFF REPORTED AT LEAST TWO INCHES OF RIME ICE ON THE LEADING EDGES OF THE WINGS. RUDDERVATOR, AND ANTENNAE. THE AIRPLANE WAS NOT CERTIFIED FOR FLIGHT INTO ICING CONDITIONS, NOR WAS IT EQUIPPED WITH ANY DEICING EQUIPMENT.
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, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 799 hours in all; 617 in this make and model; 62 in the last 90 days; 30 in the last 30 days; 628 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,701 hours
- Last inspection: annual inspection, August 2, 1990; 57 hours since
- Maximum gross weight: 3,125 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470-N (piston); 0 hours total
The flight
- Departed from: FSM Fort Smith AR at 9:53 pm
- Destination: BJC Broomfied CO
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 330° at 11 knots
- Visibility: 10 statute miles
- Sky: overcast at 300 ft; not recorded
- Temperature: 34°F (1°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 1:57 am from BKF, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.