On June 22, 2014, about 1545 eastern daylight time, a Christen Industries Inc. A-1 (Husky), N436C, operated by a private individual, was substantially damaged during takeoff at Tampa Executive Airport (VDF), Tampa, Florida. The commercial pilot was fatally injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the planned local flight. Two witnesses, who worked at the airport, were standing outside and watched the accident takeoff. They stated that the airplane departed on the grass adjacent to runway 23. Immediately after takeoff, about 30 feet above ground level, the airplane entered a steep left bank turn. The airplane then turned about 270 degrees, before the nose dropped and it impacted the ramp area left wing and nose low. One of the witnesses added that the engine noise was loud during the turn. She also captured a video of the accident takeoff, which was forwarded to the NTSB Vehicle Recorder Laboratory, Washington, D.C. Review of the video confirmed the witness statements regarding the steep left bank and sound of continuous engine noise. The airplane came to rest upright on the tarmac. Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed that the three wooden propeller blades had separated from the hub. The engine was partially separated from the airframe and canted right. Both wing outboard leading edges were impact damaged and the flaps were partially extended. The inspector was able to confirm flight control continuity from the elevator, rudder, and right aileron to the cockpit area. Left aileron continuity could not be confirmed due to impact damage. The inspector also noted that the pilot's five-point harness was intact and unbuckled. He confirmed with witnesses that the harness was not buckled when the pilot was recovered from the wreckage. The inspector added that when law enforcement notified the pilot's widow, she replied that the pilot had probably crashed on purpose as they had been separated for about 1 year and she moved out of their residence 4 days prior to the accident. Review of maintenance records revealed that the airplane's most recent annual inspection was completed on December 28, 2013, at a total airframe and engine time of 1,250 hours. The engine had operated 817 hours since major overhaul at the time of the inspection. The pilot's logbook was not recovered. He reported 3,600 total hours of flight experience on his most recent application for an FAA second-class medical certificate, which was issued on March 27, 2013. An autopsy was performed on the pilot on June 23, 2014, by the State of Florida District 13 Medical Examiner's Office, Tampa, Florida. The cause of death was noted as due to blunt impact to the head and neck. Toxicological testing was performed on the pilot by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma. The test results were negative for drugs, ethanol, and carbon monoxide.