Beech 76 accident near Dunnellon, Florida, December 30, 2016
On December 30, 2016 at about 3:10 pm local time, a 1979 Beech 76, registered N6627U, was substantially damaged in an accident during initial climb near Dunnellon, Florida (Marion County 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
An inadequate 100-hour maintenance inspection that failed to detect and correct loose nuts on a single-drive dual magneto, which led to the subsequent separation of the magneto from the engine during initial climb and the total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 30, 2016 · about 3:10 pm local time
- Place
- Dunnellon, Florida · Marion County · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 76 NO SERIES, built 1979 · all 76s on the register
- Registration
- N6627U · no longer on the register · serial ME-214
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot and an examiner were conducting a practical examination flight in a multiengine airplane. The pilot stated that, after takeoff and about 100 ft above ground level, he raised the landing gear and heard a "thud"; seconds later, the airplane began an uncommanded turn to the right, consistent with a right engine failure. The examiner took control of the airplane and determined that it lacked the climb performance to clear the obstacles in its path. He then retarded the throttles and landed gear-up in the grass between the runway and hangars on the airport. During the landing, the left wing struck a concrete drain and was substantially damaged. Examination of the airplane revealed that the right engine single-drive dual magneto had separated from the accessory pad and was laying in the engine compartment. Because both magnetos were attached to the engine at a single point, the right engine lost power completely when this event occurred. The two nuts and clamps used to attach the magneto to the mounting studs were missing; the mounting studs appeared undamaged. Given this information, it is likely that the mounting nuts loosened over time, allowing the magneto to separate from the engine. The airplane's most recent 100-hour inspection was performed about 3 weeks (27 flight hours) before the accident. A required item of that inspection was to check studs and nuts for proper torqueing and obvious defects. Had the loose mounting nuts of the magneto been detected and corrected at this time, the magneto likely would not have separated from the engine.
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
- Aircraft inspection event during prior to flight
- Powerplant sys/comp malf/fail during initial climb defining event
- Loss of engine power (total) during initial climb
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Personnel issues › Task performance › Inspection › Scheduled/routine inspection › Maintenance personnel
- cause Aircraft › Aircraft power plant › Ignition system › Magneto/distributor › Inadequate inspection
- Environmental issues › Physical environment › Object/animal/substance › (general) › Contributed to outcome
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,145 hours in all; 20 in this make and model; 18 in the last 90 days; 18 in the last 30 days; 2,037 as pilot in command
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Pilot (unmanned)
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; rotorcraft: glider
- Flight time: 24,000 hours in all; 24 in this make and model; 72 in the last 90 days; 20 in the last 30 days; 23,300 as pilot in command; 3,507 on instruments
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 10,534 hours
- Last inspection: 100-hour inspection, December 7, 2016; 27 hours since
- Maximum gross weight: 3,900 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming LO-360-A1G6D (piston); 5,907 hours total
- Engine 2: Lycoming O-360-A1G6D (piston); 6,173 hours total
- Operator: Crystal Aero Group INC
The flight
- Departed from: X35 Dunnellon FL at 3:15 pm
- Destination: CGC Crystal River FL
- Flight plan: none
- Runway 05, 5,000 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 010° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 21°F (-6°C)
- Altimeter: 30.31 inHg
- Observation at 2:50 pm from KOCF, 9 miles away
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.
Other NTSB records under N6627U the same tail number, which may have belonged to a different aircraft at the time
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.