PLT OF SMA SEL ACFT ELECTED TO MAKE A FORCED LNDG AFTER TKOF WHEN THE ENG QUIT AND THEN RESTARTED BTWN 30-100 FT ABOVE THE RWY WITH HIGH TREES TO CLR AT END OF RWY.

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TAKING OFF RWY 26 AT MY OWN TURF RWY AT APPROX 100 FT AGL THE ENG QUIT SUDDENLY -- COMPLETELY -- BUT CONTINUED TO WINDMILL. A GLIDE AT 80 KTS WAS ESTABLISHED. AT APPROX 30 FT AGL THE ENG COUGHED AND REGAINED PWR. BECAUSE OF A TREE LINE PERPENDICULAR TO MY LINE OF FLT AT AN ESTIMATED 450 FT; I ELECTED TO CLOSE THE THROTTLE AND COMPLETE THE LNDG. BECAUSE THE LNDG GEAR WAS NOT FULLY RETRACTED; THE GEAR RETRACT MECHANISMS WERE DAMAGED; AS WAS THE PROP. THE FUEL IN TANK SELECTED WAS APPROX 6.5 GALLONS (OF 12.7 TOTAL CAPACITY). THE CARB WAS FOUND FULL. TWO POSSIBLE CAUSES COME TO MIND. I TURNED L JUST PRIOR TO TKOF; WITH R MAIN SELECTED. THIS ACFT SMA SEL HAS A RATHER THIN AIRFOIL AND HIGH TAPER. THIS MEANS A RATHER 'THIN' GAS TANK. THE GRASS RWY IS 100 FT WIDE AND REQUIRES A TIGHT TURN. FUEL UNPORTING WAS A POSSIBILITY. THE ENG MODEL; UNLIKE MOST ENG MODEL INSTALLATIONS IS SUSCEPTIBLE TO CARB ICING. (OAT APPROX 40 DEG F/HUMIDITY 70 PERCENT). PRIOR TO TKOF I ALLOWED THE OIL TO WARM FOR ABOUT 8 MINS. WHEN I'VE REPAIRED MY AIRPLANE I SHALL DISCONTINUE THE PRACTICE OF TURNING ONTO THE RWY WHILE ACCELERATING FOR TKOF. FURTHER; A MORE COMPLETE TEST FOR CARB ICING; ONE WHICH LASTS 20-30 SECONDS IS IN ORDER. I BELIEVE I'M PLEASED THAT I ELECTED TO STAY WITH MY ORIGINAL PLAN TO LAND AND DID NOT TRY TO 'STAGGER' OVER TREES WITH AN UNKNOWN ENG AND 22 POUNDS. A SQUARE FT WING LOADING. I FEEL MAKING AND STICKING TO A DECISION IN EMERS IS A GOOD PLAN. THE DAMAGE WAS MINIMAL. I'M HERE TO WRITE ABOUT IT. THE OTHER LESSON IS; WITH HIGH PERFORMANCE AIRPLANES; ESPECIALLY EXOTIC ONES FEEL ONE'S WAY VERY CAUTIOUSLY -- END.