On July 15, 2000, approximately 1550 mountain daylight time, a Cessna 150L, N18124, operated by the pilot, was substantially damaged when it collided with trees shortly after taking off from Reserve, New Mexico. The private pilot and his private pilot certificated passenger were not injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the personal flight being conducted under Title 14 CFR Part 91. The flight originated at 1547. In his accident report, the pilot said he added 5 gallons (Phillips 66 autogas, 92 octane) to the 4.5 gallons of fuel already on board the airplane. The airplane has an STC (supplemental type certificate) for the use of autogas. He said the wind was calm, the outside air temperature was 65 degrees F., and he estimated the density altitude to be 7,800 feet msl (above Mean Sea Level). Takeoff was made on runway 24. Approximately 100 feet agl (above ground level), the airplane "lost performance" and began to lose altitude. The pilot turned towards descending terrain and attempted to land on a road. Insufficient altitude resulted in the airplane colliding with trees. The airplane remained entangled in the trees. According to an FAA inspector who examined the wreckage at the accident site, he found evidence of propeller rotation at impact. The engine was removed from the airplane and examined by an A&P (airframe and powerplant) mechanic at the Reserve Airport. He reported finding no anomalies or discrepancies. The airplane was transported back to its home base in Phoenix, Arizona, where it was examined by the pilot's personal mechanic. According to the mechanic's report, he discovered the clutch assembly on the Prestolite starter (p/n MZ 4214, s/n 2903705) had seized due to a failed needle bearing. There were also indications of excessive armature speed. The starter motor had been rebuilt by Aerotech (w/o 22663) in July 1992. The accident facts and photographs of the starter were shared with Aerotech. According to Aerotech, this type of failure normally occurs when the engine is cranked for startup. If the drive assembly were to remain engaged, the pilot would notice an excessive drop in rpm during the pre-takeoff magneto check. There was no entry in the airplane maintenance records to indicate that TCM service bulletin M79-10, which provides positive lubrication to the starter clutch, had been accomplished, and the letters "SO" were not added to the engine serial number, as called for in the service bulletin. Aerotech also said that if the starter clutch were to seize the shaft, the armature would turn at the same rpm as the engine. The windings would spread due to centrifugal force and come into contact with the field coils. Aerotech found no evidence of this in the photographs that were made available to them for inspection.