WHILE PERFORMING A SIMULATED SOFT FIELD TKOF; INSTRUCTOR PLT AND RECURRENT TRAINEE OF BE36 LOSE CONTROL IMMEDIATELY AFTER LIFTOFF AND MAKE UNCONTROLLED TOUCHDOWN AND RWY EXCURSION DURING RECOVERY EFFORT.

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CONDITIONS WERE VMC AND RWY XX WAS IN USE WITH ATIS RPTING WINDS CALM. SUCCESSFULLY EXECUTED SIMULATED SHORT FIELD TKOF WITH 50 FT OBSTACLE AT TXWY C AND SIMULATED SHORT FIELD LNDG (DEPART TXWY C) WITH 50 FT OBSTACLE ON ACCESS ROAD PRIOR TO THRESHOLD. NEXT ACTIVITY AFTER FULL-STOP AND TAXI BACK TO RWY XX WAS SIMULATED SOFT FIELD TKOF WITH 50 FT OBSTACLE AT TXWY C. PUT IN APCH FLAPS AND CONFIRMED ROTATION AND CLB SPDS PRIOR TO ENTERING RWY. POSITIONED AND HELD PER TWR INSTRUCTION. ONCE CLRED FOR TKOF; INCREASED THROTTLE TO FULL WHILE HOLDING YOKE BACK FULLY AND ADDING R RUDDER. ACFT YAWED L WHEN NOSEWHEEL LIFTED SO INPUT ADDITIONAL R RUDDER. ACFT CONTINUED TO TURN L REQUIRING INCREASING AMOUNTS OF R RUDDER TO STAY ON RWY AND TURN ACFT BACK TOWARD CTRLINE. MAINS LIFTED OFF RWY SURFACE SO REDUCED BACK PRESSURE ON YOKE. OBSERVED R WING DROPPING AND ATTEMPTED TO CORRECT THROUGH YOKE AND RUDDER INPUTS. AFTER CONTINUED UNSUCCESSFUL EFFORTS TO STABILIZE; INSTRUCTOR CALLED 'MY PLANE' AND TOOK CTLS. CONFIRMED 'YOUR PLANE' AND RELEASED CTLS. IN PROCESS OF RECOVERY; LNDG AND ROLLOUT; THE ACFT DEPARTED THE RWY SURFACE FOR THE GRASS AREA TO THE L OF THE RWY AND IMPACTED A TXWY SIGN. STOPPED ACFT ON TXWY; OBSERVED DAMAGE TO L FLAP AND DECIDED NOT TO RETRACT FLAPS. RADIOED TWR CONFIRMING THAT WE DID NOT REQUIRE ASSISTANCE AND INTENTION TO TAXI TO HANGAR. TAXIED TO HANGAR AFTER RECEIVING CLRNC. RETURNED TO HANGAR AND OBSERVED DAMAGE TO: L WINGTIP; L FLAP AND WING SURFACE AT FLAP ATTACH POINT AND L HORIZ STABILIZER. UNFORTUNATELY; MY CFI IS OUT OF TOWN; BUT I AM PLANNING ON ADDITIONAL DEBRIEFING AFTER HIS RETURN. BASED ON THAT DEBRIEF; I PLAN TO DEVELOP AND EXECUTE ADDITIONAL TRAINING THAT WILL DIRECTLY ADDRESS IDENTED FACTORS (SPECIFICALLY HOW TO RESPOND TO AND WHERE POSSIBLE AVOID IN THE FUTURE). ALTHOUGH FURTHER DEBRIEFING IS NEEDED; HERE ARE MY INITIAL THOUGHTS AS TO CAUSE: I BELIEVE MISUNDERSTANDING OF INSTRUCTIONS BEING PROVIDED AND CORRESPONDING CTL INPUTS COMPOUNDED BY A MISTAKEN ASSUMPTION THAT IF THE INSTRUCTOR WAS NOT INTERVENING; THINGS WERE OK WERE THE PRIMARY FACTORS IN THE DESTABILIZATION OF THE ACFT AND SUBSEQUENT OFF-RWY LNDG. OBSERVATIONS/TAKE-AWAYS FROM THE EXPERIENCE: 1) SPEND MORE TIME TALKING THROUGH THE SPECIFIC ACTIONS AND EXPECTATIONS WITH THE INSTRUCTOR PRIOR TO ACTUALLY EXECUTING THEM. THIS WILL HELP REDUCE COM DISCONNECTS; FOSTER GREATER UNDERSTANDING AND MINIMIZE RISKS. 2) DON'T BECOME COMPLACENT BECAUSE YOU ARE WITH AN INSTRUCTOR AND FLY/MAKE DECISIONS AS YOU WOULD NORMALLY (IE; AS SOLE PLT). 3) DON'T FOCUS SO MUCH ON THE SPECIFIC ASSIGNMENT THAT YOU NEGLECT BASIC AIRMAN SKILLS AND JUDGEMENT.