On May 16, 2004, about 1415 eastern daylight time, a Piper PA-28R-200, N33840, registered to and operated by private individuals, crashed on takeoff from Everglades Airpark, Everglades City, Florida, while on a Title 14 CFR Part 91 personal flight. Visual metrological conditions prevailed, and no flight plan was filed. The aircraft received substantial damage and the private-rated pilot and three passengers sustained serious injuries. The accident occurred at time of departure. The pilot stated that he performed a run-up of the engine prior to departing the airport and found no problems. He said he then back-taxied to runway 15 for departure and during the takeoff roll, the engine seemed to be fine. He further stated that at 65-68 knots he rotated, but the aircraft did not leave the ground so he let the aircraft accelerate to 75 knots. The pilot says he then pulled back on the yoke, and the aircraft lifted off the runway and torqued to the left, which he attempted to counteract by using the right rudder. He said that at this point the engine seemed "diminished" but that it was not sputtering. He said he then lowered the nose and the aircraft began descending at which time he lowered the landing gear. He says he saw a small island of trees and set the aircraft down in the trees. The passenger seated in the right front seat stated that before takeoff the pilot performed an engine check and it was running fine. During the takeoff roll the pilot pulled the aircraft up at about 65 miles per hour. He thought they were lifting off early for they still had over half of the runway left. The pilot pulled the nose up too steep and at about 300 feet the airplane began to stall and the left wing dropped. The pilot tried to gain speed by dropping the nose and leveling off. They did not have enough altitude and the airplane kept dropping and went into the trees. As far as he could tell there was nothing wrong with the airplane. Postcrash examination of the airplane after recovery from the crash site was performed by NTSB. All components of the airplane which are necessary for flight were recovered on or around the main wreckage of the airplane. Continuity of the flight controls cables was established for aileron, rudder, stabilator, and stabilator trim. The right aileron bellcrank had separated from the wing structure when the right wing separated from the fuselage. The right aileron rod end had separated from the aileron in overstress. The stabilator trim was found in the neutral position and the wing flaps were found in the 10-degree extended position. The airframe and engine fuel system was found to contain aviation fuel and there were no obstructions in the fuel lines. The fuel selector was positioned to the left fuel tank after the accident and the fuel selector operated normally during postcrash testing on the airplane. Seven gallons of fuel was recovered from the left main fuel tank after the accident and 5.5 gallons were recovered from the right main fuel tank. The airframe electric fuel boost pump operated normally after the accident. The engine was removed from the airplane and placed on an engine test stand. A test club was installed in place of the propeller. The engine would not start do to flooding of the fuel control with fuel and it was determined that the engine fuel control had sustained impact damage to the mixture control arm. A serviceable fuel control was installed on the engine and the engine started and operated to full power with no evidence of failure or malfunction. The fuel control was tested at a fuel component overhaul and repair company. During initial testing the unit was flooding. The mixture control arm had been pulled out of position by impact forces. The arm was put back into the normal position and the unit operated within manufacturer's specifications. The airplanes propeller and propeller governor was still attached to the engine after the accident. Two blades of the propeller had twisting and were bent aft 10-20 degrees. The third blade had a slight aft bend. The propeller and propeller governor were removed from the engine and taken to a propeller overhaul company. The propeller blades were measured and determined to be in the 9-degree position with the blades bent. The normal operating range is 12 to 30 degrees. The propeller was placed on a test rig and it operated normally from low pitch to high pitch with no evidence of failure or malfunction. The propeller governor was placed on a test stand and it operated within manufacturers specifications with no evidence of failure or malfunction. The stall warning system switch mounted on the left wing of the airplane did not activate after the accident. The switch had impact damage. The switch was removed from the airplane and taken to the manufacturer's facility by an NTSB investigator. Initial testing showed the switch did not operate. The outer case, which was bent from impact forces, was removed and the switch was again tested. The switch operated normally with no evidence of failure or malfunction. The pilot was sent by NTSB the NTSB Pilot/Operator Aircraft Accident Report to complete and return to NTSB. A completed report was not received by NTSB.