On April 24, 2020, about 1518 eastern daylight time, an Israel Aircraft Industries 1125 Astra SP, Venezuelan registration YV3427, was substantially damaged when it was involved in an accident at Fort Lauderdale, Florida. The pilot, copilot, and one passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he was conducting the takeoff on runway 27 at Fort Lauderdale Executive Airport (FXE), Fort Lauderdale, Florida, with the intended destination of Simón Bolívar International Airport (CCS), Maiquetía, Venezuela. During the takeoff roll, at rotation speed, the airplane reportedly did not respond when the pilot pulled back on the control yoke. He tried to rotate a second time at an airspeed of about 130 knots, which was greater than decision speed (V1). With no response to the elevator input, he performed a rejected takeoff with maximum braking and full reverse thrust. The airplane departed the end of runway 27, proceeded through a paved overrun, and into grass beyond the runway. The airplane pivoted to the left and came to a stop in the grass, near the perimeter access road, about 1,550 ft beyond the paved surface. The crew and passengers exited the airplane and were met by first responders. Federal Aviation Administration (FAA) inspectors responded to the accident site and examined the wreckage. The nose and right main landing gear collapsed during the accident sequence and the forward fuselage and right wing were substantially damaged. The passenger cabin was loaded with cargo. First responders found fuel leaking from the right-wing fuel tank. An operational check of the elevator and trim was performed after the accident and the elevator and trim tab moved freely with no binding. The adjustable stabilizer was set at -7°. The cargo was offloaded and weighed with a calibrated scale. There were no open seats in the cabin; cargo was placed on the available seats. A large box was positioned at the main cabin door, and an adult passenger was seated on the box at the time of takeoff. Cargo was offloaded from the cabin, baggage compartment, and battery compartment. The total cargo weight was 3,778 lbs. The crew purchased 485 gallons of fuel at FXE. The FAA inspector computed a total fuel weight of 6,798 lbs, resulting in a total aircraft weight of 24,206 lbs, including fuel, cargo, and three adult occupants on board. The pilot reported that he used the takeoff planning chart for 20° flaps and sea level conditions. He estimated the aircraft weight to be 22,620 lbs and he used the 22,000 lbs chart for the takeoff, which was the highest weight allowable for that configuration and outside air temperature. Although the pilot completed a company weight and balance/performance form prior to the flight, he stated that he did not weigh the cargo or compute a center of gravity prior to the accident flight. The airplane was equipped with two Digital Electronic Engine Controls (DEECs), one for each engine. The recorders contained data from the entire accident sequence as well as previous flights. A review of the data revealed that both engines were rotating, operating, and responding to power lever inputs throughout the takeoff and accident sequence. No evidence of a loss of thrust during the takeoff roll was observed. Both DEECs recorded faults consistent with secondary aircraft damage due to the runway excursion.