Narrative:

Plan for the day was three grass strips. Generally; on the well-drained strips - conditions were expected to be firm with very short grass which has not started to grow significantly in the spring.an online brief (foreflight) indicated VFR over the whole planned route with generally light southwest to southeast winds. Temperature was 12-15C across the area and density altitudes were - minus 100ft to 200ft depending on airport elevation and temperature. No airport/navigation NOTAMS of significance or tfr's.worst case performance calculation for standard day / sea level / maximum gross was 1400ft to clear 50ft. Add 20% for grass 1;700 ft. The plane was not at maximum gross as there was no passenger. On full fuel departure from -ZZZ1 the plane had 128lb usable load remaining. At time of incident with 6 gallons burned off 144lb usable remaining. The cessna 150 performance is particularly sensitive to loading at near maximum gross. In line with my personal minimum for flying grass strips - I have the plane at no more than 80% usable load used. (Usable load is 504 lb). And as we move into warmer weather with higher density altitudes - this was a last chance to fly all these strips till the fall when temperatures cool again. I don't consider this factor a pressure to 'complete the mission'. It was a nice day - I had plenty of local airports to choose from. On departure from ZZZ1 - I confirmed the plane was performing well and it broke ground into a vy climb at 800ft of runway used. This is a deliberate check I use to for aircraft and personal performance at the start of this kind of flying.ZZZ is private owned. The airport is just inside the ZZZ2 class delta and a clearance is required from ZZZ2 to transition to the airport. This was easily given as the active runway at ZZZ2 was 15. This was influenced more by construction work at ZZZ2 than wind direction.ZZZ permits public use though ppl is required. I have ppl which is good for a year and had previously flown this airport. The runway X/xx was firm; dry and grass was very short. It undulates slightly. Wind was almost square across the runway and 40ft pine trees were sheltering the runway from this cross wind. Based on the general wind across the region - I expected to use runway xx. On making a 45 right downwind entry the midfield windsock indicated a steady 5-10 knots and slightly but positively favored 06. I modified my pattern and landed 06 informing ZZZ2 tower of my status on final and intention to land and stay on the ground for 'about an hour'. This was acknowledged. I came in over trees and easily stopped normally in 1;100ft without having to perform a maximum performance short field landing. Book for over 50ft is 1;075ft at maximum gross/sea level. I performed another full preflight of the aircraft. Engine oil was at the same 5 qt level as when I departed ZZZ1. Fuel was approximately 6 gallons used since full - checked with dipstick - though hard to gauge accurately due to field slope. But there was positively enough fuel for the mission. Level matched engine run time since departing ZZZ1. Fuel is not a factor.on departure the wind remained square to the runway but the sock suggested xx was perhaps slightly more favored. This correlated with the wind field in the area and the adjacent ZZZ2. I watched the windsock carefully during the normal run up as I'm always concerned when wind is essentially 90 degree cross wind to the active. After observing during preflight and run up I judged that as I broke out of the shelter of the trees on the upwind side of the runway - xx would be the preferred runway and give me a slight headwind component. This was essentially the same decision I made when I last flew the field and had no problem climbing out from runway xx.no flaps were used per owner's manual and experience. The owner's manual notes that flaps 10 gets the plane to break ground quicker but does nothing to help you climb over an obstacle. From practice - this is also my experience.a first take off attempt was a rolling turn onto the runway xx at maximum length. I got the plane in ground effect ok but the undulations in the field did not synchronize with the plane well and a couple of gear touches slowed acceleration. As I passed a partial gap in the trees on the left midfield - I was twisted into wind a little. I was only at 40 KIAS (I rotate at 60KIAS to be sure of a positive rate of climb) and half runway was used. I kicked the plane to align with the runway again; closed the throttle; put the plane back down; easily braked and taxied back. I was not concerned about performance as such. Another run and timing of the undulations should yield a better result.the second take off attempt was much better. I was 40KIAS at 1/3rd field used and had not been slowed by gear touching undulations. I did not get twisted by wind at the gap in the trees and the plane was at 60 KIAS - my rotation speed at 50% field used. The plane rotated normally and I put the plane in a 54 KIAS vx climb. The plane was positively climbing out the field and I just needed to follow vx for a good departure. I usually do this by a mixture of attitude; checking the asi (airspeed indicator) and from very faint squeaks from the stall warning horn. I am very aware it is important to rapidly lower the nose slightly if needed to keep flying rather than the alternate of pulling back too hard and sinking in. As I cleared the trees on my left - one of two things happened. Either - a rotor of wind from the trees sank me in - or I was actually slightly in a downwind situation and the plane gave the appearance of sinking. I was certainly not convinced I was going to clear the trees at the departure end of the runway and a second 'sink' would mean I would not.I had to make a snap decision and I used my regularly practiced 'engine out on take-off / runway remaining' drill. With about 1/3rd runway remaining - I chopped power; kicked a very hard left forward slip and planted the plane back on the runway. Without flaps it sank on good and hard - it did not bounce and I was kicked reasonable square with no side loads as I touched down. However it was a hard touchdown. I was aiming for maximum braking action. I yoked back hard for aerodynamic braking and hit the brakes. With the fence coming up and a collision inevitable I deliberately tried a ground loop to the left to try and avoid hitting it. I managed about 120 degrees of the loop before running out of room and slowly hit the fence in the side/corner of the runway - to my left. Plane was not moving fast; my harness did not even need to restrain me but the fence wire tangled and stopped the prop and I can only assume the (now dented) right wing tip hit the fence post which broke.I was able to push the plane back off the fence so the wing overhanging was not blocking the trail immediately outside the fence.there were oil fumes under the cowl - though the engine dipped normal oil which was same as at departure. One prop blade (the tangled one) is slightly bent back in a curve. Left gear leg looks over cambered and might be loose in gear box. Right wing tip has a dent. Cowl is distorted - wonder if the firewall is distorted. Not sure at time of report. Waiting a&P inspection.the engine rotated freely and with no other way to get the plane off the runway - it started normally and I taxied it gently back to the tie downs.on the first attempt - the climb into ground effect did not synchronize with the undulations of the strip which hindered acceleration. The pivoting into wind as I passed the gap in the trees was more than expected. With plenty of runway remaining - stopping and trying again was valid.on the second take off performance was nominal and the plane achieved expected vx performance at approximately 1;000ft runway used. As the plane cleared the sheltering tree line to the left it experienced either - a sink from rotors of wind in the lee of the trees that sank it towards the ground. Or I was not slightly upwind as expected and was actually downwind. The plane may have not sunk in this scenario - but visually would have the appearance of doing so as carried towards the trees.I have always had a healthy respect for runways with sheltering trees and square crosswinds that can end up being up or downwind as you clear the trees. Plenty of them out in the midwest! As a result I spend some time considering take offs in this situation. If local pilots are available (not on this day) I seek opinions as to what is 'normal' in the prevailing conditions - though ultimately the decision is mine.in the event that my abort had been successful with no damage I would not have attempted the takeoff on runway xx again that day. I would have checked with the owners and if agreeable; made a PIC decision to take off on the closed; mown; downhill and into wind runway that is used as a taxiway and is only closed to keep the peace with the neighboring golfers.

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Original NASA ASRS Text

Title: C150 pilot reported after liftoff the aircraft was not going to clear tree line. Pilot reported cutting power; landing and was unable to stop before making contact with a fence.

Narrative: Plan for the day was three grass strips. Generally; on the well-drained strips - conditions were expected to be firm with very short grass which has not started to grow significantly in the spring.An online brief (Foreflight) indicated VFR over the whole planned route with generally light SW to SE winds. Temperature was 12-15C across the area and Density Altitudes were - minus 100ft to 200ft depending on airport elevation and temperature. No Airport/Navigation NOTAMS of significance or TFR's.Worst case Performance Calculation for standard day / sea level / maximum gross was 1400ft to clear 50ft. Add 20% for grass 1;700 ft. The plane was not at maximum gross as there was no passenger. On full fuel departure from -ZZZ1 the plane had 128lb usable load remaining. At time of incident with 6 gallons burned off 144lb usable remaining. The Cessna 150 performance is particularly sensitive to loading at near maximum gross. In line with my personal minimum for flying grass strips - I have the plane at no more than 80% usable load used. (Usable load is 504 lb). And as we move into warmer weather with higher density altitudes - this was a last chance to fly all these strips till the fall when temperatures cool again. I don't consider this factor a pressure to 'complete the mission'. It was a nice day - I had plenty of local airports to choose from. On departure from ZZZ1 - I confirmed the plane was performing well and it broke ground into a Vy climb at 800ft of runway used. This is a deliberate check I use to for aircraft and personal performance at the start of this kind of flying.ZZZ is private owned. The airport is just inside the ZZZ2 Class Delta and a clearance is required from ZZZ2 to transition to the airport. This was easily given as the active runway at ZZZ2 was 15. This was influenced more by construction work at ZZZ2 than wind direction.ZZZ permits public use though PPL is required. I have PPL which is good for a year and had previously flown this airport. The Runway X/XX was firm; dry and grass was very short. It undulates slightly. Wind was almost square across the runway and 40ft pine trees were sheltering the runway from this cross wind. Based on the general wind across the region - I expected to use Runway XX. On making a 45 right downwind entry the midfield windsock indicated a steady 5-10 knots and slightly but positively favored 06. I modified my pattern and landed 06 informing ZZZ2 Tower of my status on final and intention to land and stay on the ground for 'about an hour'. This was acknowledged. I came in over trees and easily stopped normally in 1;100ft without having to perform a maximum performance short field landing. Book for over 50ft is 1;075ft at maximum gross/sea level. I performed another full preflight of the aircraft. Engine oil was at the same 5 qt level as when I departed ZZZ1. Fuel was approximately 6 gallons used since full - checked with dipstick - though hard to gauge accurately due to field slope. But there was positively enough fuel for the mission. Level matched engine run time since departing ZZZ1. Fuel is not a factor.On departure the wind remained square to the runway but the sock suggested XX was perhaps slightly more favored. This correlated with the wind field in the area and the adjacent ZZZ2. I watched the windsock carefully during the normal run up as I'm always concerned when wind is essentially 90 degree cross wind to the active. After observing during preflight and run up I judged that as I broke out of the shelter of the trees on the upwind side of the runway - XX would be the preferred runway and give me a slight headwind component. This was essentially the same decision I made when I last flew the field and had no problem climbing out from Runway XX.No flaps were used per Owner's Manual and experience. The Owner's Manual notes that flaps 10 gets the plane to break ground quicker but does nothing to help you climb over an obstacle. From practice - this is also my experience.A first take off attempt was a rolling turn onto the Runway XX at maximum length. I got the plane in ground effect OK but the undulations in the field did not synchronize with the plane well and a couple of gear touches slowed acceleration. As I passed a partial gap in the trees on the left midfield - I was twisted into wind a little. I was only at 40 KIAS (I rotate at 60KIAS to be sure of a positive rate of climb) and half runway was used. I kicked the plane to align with the runway again; closed the throttle; put the plane back down; easily braked and taxied back. I was not concerned about performance as such. Another run and timing of the undulations should yield a better result.The second take off attempt was much better. I was 40KIAS at 1/3rd field used and had not been slowed by gear touching undulations. I did not get twisted by wind at the gap in the trees and the plane was at 60 KIAS - my rotation speed at 50% field used. The plane rotated normally and I put the plane in a 54 KIAS Vx climb. The plane was positively climbing out the field and I just needed to follow Vx for a good departure. I usually do this by a mixture of attitude; checking the ASI (Airspeed Indicator) and from very faint squeaks from the stall warning horn. I am very aware it is important to rapidly lower the nose slightly if needed to keep flying rather than the alternate of pulling back too hard and sinking in. As I cleared the trees on my left - one of two things happened. EITHER - a rotor of wind from the trees sank me in - OR I was actually slightly in a downwind situation and the plane gave the appearance of sinking. I was certainly not convinced I was going to clear the trees at the departure end of the runway and a second 'sink' would mean I would not.I had to make a snap decision and I used my regularly practiced 'engine out on take-off / runway remaining' drill. With about 1/3rd runway remaining - I chopped power; kicked a very hard left forward slip and planted the plane back on the runway. Without flaps it sank on good and hard - it did not bounce and I was kicked reasonable square with no side loads as I touched down. However it was a hard touchdown. I was aiming for maximum braking action. I yoked back hard for aerodynamic braking and hit the brakes. With the fence coming up and a collision inevitable I deliberately tried a ground loop to the left to try and avoid hitting it. I managed about 120 degrees of the loop before running out of room and slowly hit the fence in the side/corner of the runway - to my left. Plane was not moving fast; my harness did not even need to restrain me but the fence wire tangled and stopped the prop and I can only assume the (now dented) right wing tip hit the fence post which broke.I was able to push the plane back off the fence so the wing overhanging was not blocking the trail immediately outside the fence.There were oil fumes under the cowl - though the engine dipped normal oil which was same as at departure. One prop blade (the tangled one) is slightly bent back in a curve. Left gear leg looks over cambered and might be loose in gear box. Right wing tip has a dent. Cowl is distorted - wonder if the firewall is distorted. Not sure at time of report. Waiting A&P inspection.The engine rotated freely and with no other way to get the plane off the runway - it started normally and I taxied it gently back to the tie downs.On the first attempt - the climb into ground effect did not synchronize with the undulations of the strip which hindered acceleration. The pivoting into wind as I passed the gap in the trees was more than expected. With plenty of runway remaining - stopping and trying again was valid.On the second take off performance was nominal and the plane achieved expected Vx performance at approximately 1;000ft runway used. As the plane cleared the sheltering tree line to the left it experienced EITHER - a sink from rotors of wind in the lee of the trees that sank it towards the ground. OR I was not slightly upwind as expected and was actually downwind. The plane may have not sunk in this scenario - but visually would have the appearance of doing so as carried towards the trees.I have always had a healthy respect for runways with sheltering trees and square crosswinds that can end up being up or downwind as you clear the trees. Plenty of them out in the Midwest! As a result I spend some time considering take offs in this situation. If local pilots are available (not on this day) I seek opinions as to what is 'normal' in the prevailing conditions - though ultimately the decision is mine.In the event that my abort had been successful with no damage I would not have attempted the takeoff on Runway XX again that day. I would have checked with the owners and if agreeable; made a PIC decision to take off on the closed; mown; downhill and into wind runway that is used as a taxiway and is only closed to keep the peace with the neighboring golfers.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.