On June 13, 1999, about 0915 eastern daylight time, a Cessna 172P, N5494K, registered to and operated by Morristown Flying Service, Inc., collided with a power line and trees during takeoff following an aborted landing at Seymour Air Park, Inc., a private airtrip located near Seymour, Tennessee. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight. The airplane was substantially damaged and the commercial-rated pilot and pilot-rated passenger sustained minor injuries. The flight originated about 0840, from the Moore-Murrell Airport, Morristown, Tennessee. The pilot stated that after departure, the flight proceeded to Coopers Field then to Seymour Air Park, Inc., where the flight entered the traffic pattern for landing on runway 25. The flight turned onto final approach and recognizing that the flight was too high, the pilot performed a go-around and orbited the airport once to allow for departing traffic. The flight reentered the traffic pattern and while over the approach end of the runway with the flaps fully extended, the pilot noted that the flight was again too high but thought there was sufficient room to land. The airplane was landed "...too far down the runway to stop before going off the end so I applied full power, flaps to 10 degrees, & began to climb." During the climb, the left main landing gear collided with the top marked power line. The airplane then collided with trees about 25 feet agl, 1,200 feet from the power line contact, impacted a fence, and came to rest upright. The pilot further stated that he had flown into that airstrip a minimum of 15 times and there was no engine failure or malfunction. The airplane was determined to have come to rest on a magnetic heading of 010 degrees. Examination of the airplane by an FAA airworthiness inspector revealed that about 5 feet of length of the leading edge of the left wing and the left wingtip were separated. The engine/propeller assembly was displaced up approximately 15 degrees and to the left approximately 90 degrees from the normally installed position with the propeller hub and one of the propeller blades resting against and above the leading edge and the upper wing skin surface, respectively. The nose landing gear was sheared off and continuity of the flight controls for yaw, roll, and pitch was confirmed.