Beech 35-B33 accident near Englewood, Colorado, December 27, 1997
On December 27, 1997 at about 9:51 pm local time, a Beech 35-B33, registered N5743K, was substantially damaged in an accident near Englewood, Colorado (Centennial airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper decision to land in wind conditions that exceeded the airplane's crosswind component, and his failure to divert to an alternate airport with runways more nearly aligned with the wind. Factors were the icy runway and crosswind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 27, 1997 · about 9:51 pm local time
- Place
- Englewood, Colorado · Centennial · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 35-B33 · all 35-B33s on the register
- Registration
- N5743K · no longer on the register · serial CD788
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The prevailing wind favored landing on runway 28, but it was closed due to a previous incident and the airplane was blocking the runway. The pilot accepted runway 35R for landing. The wind was from 290 degrees at 20 knots, with gusts to 28 knots. As the pilot aligned the airplane with the runway, he noticed 'snow fingers' across the runway so he planned his touchdown between the centerline and the right side of the runway. The airplane touched down and the crosswind caused the airplane to drift right. The airplane was substantially damaged when it struck a snow berm on the right side of the runway. According to the Beech Aircraft Corporation, the maximum demonstrated crosswind component for the Beech 35-B33 is 17 knots. This would produce a crosswind component of about 17 knots and a headwind component about 10 knots. Gusts of 28 knots would produce a crosswind component of about 24 knots and a headwind component of 14 knots.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 879 hours in all; 177 in this make and model
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,572 hours
- Last inspection: annual inspection, April 24, 1997; 91 hours since
- Maximum gross weight: 3,000 lb
- Seats: 2
- Landing gear: retractable
- Engine: Teledyne Cont IO-470-K (piston); 0 hours total
The flight
- Departed from: SPS Wichita Falls TX at 5:15 pm
- Destination: APA
- Flight plan: none
- Runway 35R
Weather at the time
- Light: daylight
- Wind: from 280° at 20 knots, gusting 30
- Visibility: 50 statute miles
- Sky: broken clouds at 10,000 ft; not recorded
- Temperature: 37°F (3°C), dew point 14°F (-10°C)
- Altimeter: 29.00 inHg
- Observation at 2:50 pm from APA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.