On July 19, 2006, about 1429 eastern daylight time, a Piper PA-34-200 twin-engine airplane, N717PE, sustained substantial damage following a loss of control during a go-around at the DeLand Municipal Airport, DeLand, Florida. The airplane was being operated as a visual flight rules (VFR) local area instructional flight under Title 14, CFR Part 91, when the accident occurred. The airplane was owned by Daytona Aircraft Leasing, Inc. of Daytona Beach, Florida, and operated by Phoenix East Aviation Inc., also of Daytona Beach. The first pilot, a certificated flight instructor seated in the right seat, sustained serious injuries, and the second pilot, a certificated private pilot seated in the left seat, sustained minor injuries. Visual meteorological conditions prevailed, and company flight following procedures were in effect. The flight originated at the Daytona Beach International Airport, Daytona Beach, about 1355. During a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on July 20, the director of flight safety for the operator reported that the first pilot was providing flight instruction to the second pilot in preparation for his commercial and multi-engine pilot certification check ride. He said that the accident flight was the second pilot's final instructional flight before being recommended for a check ride. During a separate telephone conversation with the NTSB IIC on July 20, the second pilot reported that after completing a series of flight maneuvers at 3,000 msl, the first pilot reduced power on the airplane's right engine to simulate a failure on that engine. The first pilot then instructed the second pilot to make a simulated single-engine emergency landing at the nearest airport, which was the DeLand Airport. The second pilot reported that while on approach to runway 05, as the airplane passed through about 100 feet agl, the single-engine approach became "unstable" and the first pilot instructed him to discontinue the approach and go around. The second pilot said that he immediately applied full power to both engines, but the right engine did not produce full power, and the airplane veered sharply to the right of the runway centerline. He said that the first pilot then took control of the airplane, and reduced power on the left engine in an attempt to correct the veer. The second pilot said that as the airplane neared the departure end of the runway, it descended and collided with grass-covered terrain on the left side of runway, near the departure end of runway 05. The airplane sustained substantial damage to the wings, fuselage, and empennage. The first pilot was unable to provide a written statement to the NTSB due to the injuries sustained in the accident. On August 31, 2006, a Federal Aviation Administration (FAA) operations inspector, Orlando Flight Standards District Office, traveled to the first pilot's home and conducted an interview. The first pilot's recollection of the accident matched the second pilot's account of the circumstances before the accident. A copy of the FAA inspector's record of interview is included in the public docket for this accident. The airplane was equipped with two Textron Lycoming IO-360-C1E6 engines. The closest weather observation facility is located at the DeLand Airport. On July 19, at 1453, an Aviation Routine Weather Report (METAR) was reporting in part: Wind, 050 degrees (true) at 11 knots; Visibility, 9 statute miles; ceiling, 2,200 feet few; temperature, 88 degrees F; dew point, 72 degrees F; altimeter, 30.07 inHg. An FAA operations inspector, Orlando Flight Standards District Office, examined the airplane at the accident scene on the accident date. He reported the airplane came to rest upright, in an area of grass-covered terrain, on the left side of runway, near the departure end of runway 05. He noted that the airplane's right wing was nearly severed from the fuselage attach points, and that the main landing gear was in the retracted position. The airplane was retrieved from the accident site and transported to a hangar on the DeLand Municipal Airport. On July 26, 2006, an engine and airframe inspection was conducted under the direction of the FAA inspector who previously examined the airplane at the accident scene. Also present at the engine and airframe inspection were air safety investigators from Piper Aircraft and Textron Lycoming, along with the operator's director of flight safety. The FAA inspector reported that no preaccident mechanical anomalies were discovered during the examination. At the request of the NTSB IIC, while under the direction of the FAA inspector, the right engine was removed from the airplane wreckage, and placed in a sealed shipping container. The sealed shipping container was then shipped to Textron Lycoming's analytical laboratory in Williamsport, Pennsylvania. On August 30, 2006, under the direction of an NTSB air safety investigator assigned to the Northeast Regional Office, the sealed shipping container was opened, and the engine was placed on an engine test stand at Textron Lycoming's analytical laboratory in Williamsport. The NTSB investigator reported that the engine started, operated, and produced full power in accordance with manufacturer's specifications. No preaccident engine anomalies were discovered during the test run, or during the engine examination following the test run. The Safety Board released the right engine to the owner's representative on October 4, 2006. The Safety Board retained no other airplane or engine components.