Beech 76 accident near Fort Pierce, Florida, April 29, 2014
On April 29, 2014 at about 5:42 pm local time, a 1980 Beech 76, registered N6756X, was substantially damaged in an accident during landing near Fort Pierce, Florida (St Lucie County International airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The instructor's failure to obtain the proper touchdown point in a multiengine airplane, during a single-engine approach in a strong gusty headwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 29, 2014 · about 5:42 pm local time
- Place
- Fort Pierce, Florida · St Lucie County International · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 76, built 1980 · all 76s on the register
- Registration
- N6756X · no longer on the register · serial ME-346
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The instructor of the multiengine airplane reported that he and the student pilot had intentionally shutdown and secured the right engine for training purposes; however, they were unable to get it restarted. The instructor then flew the airplane back to the departure airport and extended the landing gear while on a 2-mile left base leg of the airport traffic pattern for runway 14. After the landing gear was extended, the instructor noticed a high descent rate and subsequently raised the landing gear, which arrested the descent. At that point, the tower controller reported that the wind was from 130 degrees at 20 knots, gusting to 35 knots. The instructor extended the landing gear again when the airplane was established on final approach at the proper glidepath, but the descent rate again increased and the wind started to gust on short final approach. The airplane subsequently touched down prior to the approach end of runway 14, in a grass drainage basin of a perpendicular runway. During the landing, the right wing struck the ground and the nosegear collapsed before the airplane came to rest upright in the basin. With the exception of the inability to restart the right engine, the instructor did not report any preimpact mechanical malfunctions with the airplane. Examination of the airplane by a Federal Aviation Administration inspector revealed substantial damage to the right wing and fuselage. The inspector did not observe any preimpact mechanical malfunctions.
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
What happened, in order
- Miscellaneous/other during enroute (cruise)
- Landing area undershoot during landing defining event
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent/approach/glide path › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Instructor/check pilot
- Environmental issues › Conditions/weather/phenomena › Wind › High wind › Effect on operation
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Effect on operation
Flight instructor
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,335 hours in all; 76 in this make and model; 145 in the last 90 days; 58 in the last 30 days; 1,183 as pilot in command; 835 on instruments
- Last flight review: February 1, 2013
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Dual student
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 267 hours in all; 166 in this make and model; 8 in the last 90 days; 5 in the last 30 days; 170 as pilot in command
- Last flight review: July 27, 2013
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 12,489 hours
- Last inspection: 100-hour inspection, April 8, 2014; 49 hours since
- Maximum gross weight: 3,900 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming O-360 (piston); 8,242 hours total
- Engine 2: Lycoming LO-360 (piston); 8,930 hours total
- Operator: Ari Ben Aviator INC
The flight
- Departed from: FPR Fort Pierce FL at 4:30 pm
- Destination: FPR Fort Pierce FL
- Flight plan: none
- Runway 14, 4,755 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 120° at 22 knots, gusting 30
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 72°F (22°C)
- Altimeter: 29.95 inHg
- Observation at 5:53 pm from FPR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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.