On February 15, 2015, about 2245 mountain standard time, a Beech 58, N297AT, sustained substantial damage to the right wing during a rejected takeoff from runway 17L (10,001 feet by 100 feet, asphalt) at the Centennial Airport (APA), Denver, Colorado. The commercial pilot was not injured. The airplane was owned and operated by GTA Air Inc. under the provisions of the 14 Code of Federal Regulations Part 135 as a cargo flight. Night instrument meteorological conditions prevailed at the time of the accident and an instrument flight rules flight plan was filed. The intended destination was the Spirit of St. Louis Airport (SUS), Chesterfield, Missouri.

The pilot reported that the airplane was put into a heated hangar prior to the cargo arriving at the hangar. Once the cargo arrived about 2219, the airplane was towed onto the ramp where the 192 pounds of cargo was loaded onto the airplane. The pilot performed a contamination check of the airplane, and he reported that the airplane was free of contamination. He stated that air traffic control was reporting that about 1/2-inch of wet snow had accumulated on the runway surfaces. After performing the run-up checks, the pilot activated the anti-ice systems and taxied onto runway 17L.

The pilot reported that the runway surface was unplowed and "slushy." He applied power and started the takeoff roll. He reported that as the airplane rotated, slush from the runway hit the windshield, and he lost all forward visibility. Once airborne, the airplane drifted left, and he attempted to abort the takeoff. The pilot reported that he "had difficulty maintaining directional control" and he tried to land back on the runway, but the airplane impacted the side of the runway and struck a runway light. Once the airplane was stopped on the runway, he taxied back to the hangar. The examination of the airplane revealed that the right wing sustained substantial damage and the left wing had minor damage. The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

At 2150, the airport issued a Notice to Airmen that indicated that runway 17L had 1/2-inch of wet snow, and the braking action was fair.

The surface weather observation at APA at 2200 was: wind calm; visibility 1 mile; light snow and mist; ceiling broken 500 feet, overcast 1,400 feet; temperature -3 C; dew point -3 C; and altimeter 30.12 inches of mercury.