A General Aviation pilot departing Runway 10 at APA; reported a critical conflict with with another light aircraft landing Runway 28. The takeoff was rejected and the approaching aircraft went around passing one hundred feet overhead as it departed.

Narrative

I started up and got the AWOS at APA - winds 100 at 4. Severe clear VFR; very light radio communications and visually observed ground and air traffic. Called APA ground and told them I was north bound VFR with the information. I was then told to proceed to Runway 10 where I went to perform my run-up and pre-takeoff checklist. During this time I stayed on Ground frequency as APA usually has special instructions to perform run-up's and contact Ground where you'll then be told to monitor Tower and move to the hold line. When the Ground Controller hands the Tower Controller a flight strip Tower will then communicate with you (you are NOT to initiate communication with Tower; just monitor). These procedures were not in the ATIS I received; nonetheless I stayed with Ground until after my run-up then contacted Tower. Tower had no problem with me calling them (a relief as the controllers here are known to be very strict) and what I hear him say was; 'right turn approved; runway one zero cleared for takeoff.' There was no other ground traffic awaiting departure (nor was there any on 17L or R). Before releasing the brakes (and in very clear sight of the Control Tower not 400 yards away) I said 'right turn approved; runway one zero cleared for takeoff.' I released the brake; verified I had all lights on and rolled onto Runway 10. I lined up and did a flow check then smoothly advanced the mixture and throttle. After starting the roll I looked up and saw two dim lights near the horizon. They were moving. I thought it could be a vehicle at first then realized it was a plane which looked to be departing. I did not see any outbound traffic ahead of me so I knew this was impossible. I chopped power; slammed on the brakes; and brought the flaps up. I estimate that I was going in excess of 20 KTS when I rejected the takeoff. I said 'Centennial Tower; is that an inbound on Runway 10?' The Controller snapped to and immediately ordered the inbound Cessna to go around. No response. The Cessna continues into the landing flare. The Controller ordered them to go around again. No response. The plane did not have its landing light on - just navigation lights which were very dimly lit. It appeared as though the Cessna would stop and turn right at C4. It then appeared to speed up and I was still parked directly on the centerline. Runway 10/28 is a 4;800 FT strip. I was probably 500 FT down Runway 10 and the Cessna was pretty far down the other end. After what seemed like a long time the Cessna finally lumbered into the air and passed over me at about 100 FT. After giving instructions to the Cessna for a landing on 17L the Controller said 'sorry about that... LEFT turn approved; runway one zero cleared for takeoff.' I left without incident. When I looked at 17L and R there were NO aircraft awaiting departure. After getting home I reported my experience on the Owners Association website; where several members showed me how to find ATC recordings on the Internet. I wanted to know how this could have happened on such a light traffic day and where did that Cessna come from? What I heard completely startled me. The Tower Controller initially cleared me for takeoff on 'one seven left'; and I repeated back the runway which ground had cleared me to; and I was in front of in plain sight of the controllers in the Tower... Runway 10. I don't know if it was the expectation to hear the runway I was on or engine noise; or both but I swear I heard 'one zero'. There appeared to be a breakdown in communications between the Tower and Ground Controllers. There appeared to be a lack of visual and situational awareness of where my aircraft was as there was no traffic on 17L awaiting takeoff. I heard differently (heard what I expected to hear?) than the Tower instructed. The Tower Controller did not hear me clearly say 'one zero' in my repeat-back or correct me; even though I shortly after turned onto runway heading in clear view of the tower. The Cessna did not have its landing light on in dusk light conditions. Its pilot did not repeat back either go around instructions and was slow to initiate. TCAS did not alarm so it appeared the Cessna did not have it on. Tower gave the Cessna permission to land straight in on a downwind runway five full minutes beforehand. I believe such long straight in approaches by piston aircraft should be avoided since there was no communication at all I could have picked up. I will report location in my Tower calls from now on to include runway and taxiway. I will do better to listen more intently as you might get a clearance that doesn't make sense... like this one.