On March 23, 2012, about 1745 eastern daylight time, a Piper PA-46-500TP, N21EP, was substantially damaged following a collision with trees at the Wellington Aero Club Airport (FD38), West Palm Beach, Florida. The airline transport pilot was seriously injured. The airplane was registered to Mascaro Air LLC and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed. The flight was originating at the time of the accident. A witness reported that they watched as the airplane began its takeoff roll on runway 33. The witness stated that the winds favored runway 15. As the airplane continued its takeoff roll, it veered to the left and headed towards a large ditch that surrounded the runway. It appeared that no attempts were made to stop the airplane or abort the takeoff. The airplane continued towards the ditch and upon reaching the ditch's edge, the airplane took off, reaching an altitude of approximately 50 feet. The airplane's left wing collided with trees, and the airplane rolled to the left and then right before stalling.

According to the owner of the airplane, the pilot was hired to give him instruction in the airplane. He stated that the airplane had approximately 40 hours of flight time since delivered. The purpose of the flight on the day of the accident was to fly the airplane to another airport for an avionics check. The owner watched as the pilot taxied to the turf runway for takeoff. The airplane lifted off approximately midfield and appeared to have directional and control problems. The airplane climbed to a height of 60-80 feet before brushing into palm trees. The airplane entered a steep downward left turn before impacting the ground.

In a statement from the pilot, he stated that after the accident he had no recollection of the flight due to a concussion. In the months that followed after the accident, knowing the circumstances he stated, that after lining up on runway 33, he applied power and was unable to maintain the airplane on the centerline, since it was not marked. He went on to say that the airplane seemed to pull to the left of the grass runway. He felt that the reason he did not abort the takeoff was because he was not aware of how far left of the centerline the airplane had gone. He also believed that the airplane reached the rotation speed for a soft field takeoff and he decided to lift off. Not realizing how far left he was of the centerline and with a nose high attitude right after takeoff, apparently the airplane brushed the top of a palm tree with the left wing tip and caused the airplane to yaw to the left and he lost control of the airplane.

The Wellington Aero Club Airport is a private airport located 5 miles west of West Palm Beach, Florida. The 4,000 foot by 100 foot lighted turf runway features short, firm Bermuda grass. The runway is oriented 33/15 and is at an elevation of 20 feet.

At 1753 EDT the Palm Beach, FL weather reporting station, located approximately 11 nautical miles east of the accident site, reported winds were 130 degrees at 9 gusting to 16 knots with 10 statute miles of visibility.

Examination of the airplane by the Federal Aviation Administration (FAA) and a representative from Piper revealed that the airplane came to rest inverted on a 320-degree heading on the patio decking of a residential home. All major aircraft components and control surfaces were identified and located at the wreckage site. Flight control continuity was established to all flight control surfaces except for impact and recovery-related cable separations. Fuel was noted around the wreckage site and in the swimming pool. On initial examination the FAA inspector noted that the elevator trim was positioned near maximum nose up. It was also noted that the flaps were in the neutral position for takeoff; review of the flight manual recommends 20 degrees for grass runways.

Examination of the engine revealed that the firewall structure, engine mounts, exhaust stubs, starter/generator, auxiliary alternator, air conditioning pump, torque system, and the cowling remained attached with impact damage and deformation. All airframe to engine connections were connected and intact. Examination of the engine revealed that contact signatures within the internal components showed that it was developing power at the time of impact. Examination of the engine revealed no indications of any preimpact anomalies or distress that would of precluded normal engine operation prior to impact.