On July 21, 2000, about 2020 Eastern Daylight Time, a Cessna 150, N6639F, was substantially damaged while departing from Miller Farm Airport (7B4), Baltimore, Ohio. The student pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the solo instructional flight conducted under 14 CFR Part 91. The student pilot stated that prior to takeoff, he performed all items on his checklist, and did not notice any discrepancies during the run-up. The student pilot taxied onto Runway 27 (a 3,250-foot long, 50-foot wide, turf runway), held the brakes, applied power, and performed a soft field takeoff. He rotated the airplane at 55 mph, and then lowered the nose to gain airspeed. About 5-10 feet in the air, at 62 mph, the airplane felt like it did not have the usual power. The student pilot observed a tachometer indication of 2,250 rpm, and the airplane did not gain airspeed or altitude. He aborted the takeoff with approximately 1,000 feet of runway remaining. The airplane touched down, skidded on the wet turf, traveled off the end of the runway, and struck trees. According to the flight instructor, the student pilot was "signed off" for solo flight. The student pilot received his primary instruction at the flight instructor's private airstrip. On the day of the accident, the student pilot departed the private airstrip about 1930, and landed uneventfully at 7B4. When asked about the airplane's engine, the instructor stated "the engine runs fine." He did not know why the student pilot perceived inadequate acceleration. A Federal Aviation Administration inspector stated that he was familiar with 7B4. Months before, the inspector aborted a takeoff on the same runway in a Cessna 150. At the time, the grass was taller than usual, and he did not feel the Cessna 150 was accelerating properly. After the aborted takeoff, the inspector performed a short field takeoff uneventfully. The inspector did not find any pre-impact mechanical malfunctions with the airplane. Review of a Cessna 150 manual revealed: "It is important to check full-throttle engine operation early in the takeoff run. Any signs of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff. If this occurs, you are justified in making a thorough full-throttle, static run-up before takeoff is attempted. The engine should run smoothly and turn approximately 2375 to 2475 rpm with carburetor heat off." According to a Carburetor Icing Probability Chart, the airplane was subject to "Serious Icing At Glide Power."