On May 21, 2006, about 0940 eastern daylight time, a wheel-equipped Boeing A75-L3 airplane, N60562, sustained substantial damage when it collided with brush during a precautionary landing after takeoff from the Chalet Suzanne Airport, about 3 miles north of Lake Wales, Florida. The airplane was being operated as a visual flight rules (VFR) cross-country personal flight under Title 14, CFR Part 91, when the accident occurred. The airplane was operated by the pilot. The airline transport certificated pilot, and the sole passenger, were not injured. Visual meteorological conditions prevailed. The flight was en route to Sebring, Florida, and no flight plan was filed. During a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), on May 22, the pilot reported that he was departing from the turf-surfaced runway 18, which is 2,313 feet long, and 50 feet wide. He said his preflight and engine run-up were normal, and when he applied full engine power for takeoff, the rpm gauge indicated 1,850 rpm, which is a normal indication. He raised the tail at 40 mph, and lifted off at 60 mph. The pilot said the airplane did not accelerate any further, and only gained about 10 feet above the runway. He indicated that he was concerned that the airplane did not appear capable of climbing over trees near the departure end, and he closed the throttle. He said the airplane had drifted to the right side of the runway environment, and as the airplane touched down, it was headed for a line of trees along the right side of the runway. The right wing collided with the trees, turning the airplane 180 degrees. The airplane received damage to the wings and fuselage, coming to rest near the departure end of the runway. One pilot-rated witness to the accident reported that he was standing at the north end of the runway when the accident airplane began its takeoff. He said the airplane taxied onto the runway, and appeared to begin its takeoff roll about 200 to 300 feet from the end of the runway. During the takeoff roll, the airplane veered off the right edge of the runway with both main landing gear tires. The airplane lifted off, about 2/3 of the runway distance from the takeoff point, and climbed to about 20 to 25 feet. The airplane then settled to the ground about 10 to 15 feet to the right of the right runway edge, and the right wing struck a tree, spinning the airplane 180 degrees. Another pilot-rated witness reported that he saw the tail of the airplane come up during its takeoff roll. He indicated the airplane drifted to the right, outside of the runway edge lights. The airplane then corrected to the left and became airborne to about 15 feet, about 3/4 of the runway distance from the takeoff point. The airplane did not appear to accelerate, and seemed to mush downward while drifting to the right. The upper right wing struck trees, spinning the airplane 180 degrees. According to information contained in an internet airport directory, runway 18 at the Chalet Suzanne Airport has a displaced threshold of 120 feet. The departure end of the runway has a displaced threshold of 250 feet. Thirty-two foot-tall trees are 650 feet beyond the departure end of the runway. The closest weather reporting facility is Bartow, Florida, which is located about 9 miles west of the accident airport. At 0950, an automated aviation routine weather report (METAR) was reporting, in part: Wind, variable at 5 knots; visibility, 12 statute miles; clouds and sky condition, 25,000 feet scattered; temperature, 79 degrees F; dew point, 59 degrees F; altimeter, 30.05 inHg. In the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) submitted by the pilot, the pilot's narrative statement indicated that the airplane experienced an engine power failure, and he checked "yes" on the portion of the report for mechanical malfunction/failure. The airplane's engine is a radial design that develops 225 horsepower, and is equipped with a two-bladed wooden propeller. The pilot noted that the engine had been overhauled 133 hours before the accident, and had an annual inspection 14 hours before the accident. After the airplane was recovered to an aviation salvage yard by an insurance company adjuster, the engine was run on June 30, 2006. The adjuster provided a hand-written description from the salvage yard, which stated, in part: "Engine started normal with existing propeller, and after warm-up to operating temperature, engine performed to specifications. Static run at 1,750 rpm."