Event Overview
On December 30, 2016, at 1010 eastern daylight time, a Beech 76, registration N6627U, sustained substantial damage during a forced landing after takeoff from Marion County Airport (X35) in Dunnellon, Florida. The private pilot and the designated pilot examiner (DPE) were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional evaluation flight, which was conducted under 14 CFR Part 91. The intended destination was Crystal River Airport (CGC), Crystal River, Florida.
Flight Sequence
The flight had departed CGC about 0945, performed navigation and maneuvering exercises, and landed at X35. The pilot then conducted a normal takeoff with a simulated right engine failure at 800 feet above ground level, followed by a single-engine landing to a full stop. Next, the pilot performed a short-field takeoff from runway 5, which is 5,000 feet long and 100 feet wide.
About 100 feet above ground level, the pilot raised the landing gear, heard a "thud," and seconds later the airplane began an "uncontrollable turn to the right much as one would expect from a right engine failure." The examiner took control of the airplane and determined it lacked the climb performance to clear obstacles in its path. He retarded the throttles and landed gear-up in the grass between the runway and the hangars on the east side of the airport. During the landing, the left wing struck a concrete drain and was substantially damaged.
Pilot and Examiner Information
The DPE held an airline transport pilot certificate with ratings for airplane single- and multiengine land, airplane single- and multiengine sea, and glider. He also held flight and ground instructor certificates. His most recent second-class medical certificate was issued on April 14, 2016, at which time he reported 24,600 total hours of flight experience.
The private pilot held a private pilot certificate with ratings for airplane single- and multiengine land, and instrument airplane. His most recent second-class medical certificate was issued on August 18, 2016. He reported 2,100 total hours of flight experience.
Aircraft Examination
Examination of the airplane by a Federal Aviation Administration inspector revealed damage to the nose, propellers, and fuselage belly. Flight control continuity was confirmed from each control surface to the cockpit controls. Examination of the right engine revealed that the single-drive dual magneto had separated from the accessory pad and was lying in the engine compartment. The two nuts and clamps used to attach the magneto to the mounting studs were missing. The mounting studs appeared undamaged.
Review of the airplane's maintenance records showed that the magneto was installed on December 10, 2014, about 466 flight hours prior to the accident. The most recent 100-hour inspection was performed on December 7, 2016, about 27 flight hours before the accident.
Regulatory Guidance
Review of 14 CFR 41, Appendix D, Scope and Detail of Items (as applicable to the particular aircraft) to be Included in Annual and 100-hour Inspections revealed, "…(7) (2) Studs and nuts – for proper torqueing and obvious defects…"
Pilot Operating Handbook Information
Review of engine failure after lift-off and in-flight information from an airplane make and model pilot operating handbook stated, "An immediate landing is advisable regardless of take-off weight. Continued flight cannot be assured if take-off weight exceeds the weight determined from the TAKE-OFF WEIGHT graph."
Examiner's Observation
According to the examiner, he took control due to a "delay in maintaining directional control" by the pilot.