WHEN THE LNDG WAS NOT AS EXPECTED A C182 PLT ELECTS TO GO AROUND FROM A RWY WITH RISING TERRAIN OFF THE END AND MAKES CONTACT WITH THE TREES ACQUIRING DENTS IN THE WINGS; FUSELAGE AND HORIZ STABILIZER.

Narrative

I WAS FLYING MY C182 TO THE FLYING M RANCH; A PVT AIRSTRIP I HAVE PERMISSION TO OPERATE FROM IN THE MOUNTAINS OF NW OREGON. THE AIRSTRIP IS DIRT AND GRAVEL AND LOCATED AT THE BOTTOM OF A U-SHAPED VALLEY; SURROUNDED BY RISING TERRAIN ON 3 SIDES AND TALL; DENSE FOREST. NORMAL USE OF THE STRIP IS TO LAND TO THE W AND; DUE TO THE FORESTED; RISING TERRAIN; TAKE OFF TO THE E. PRIOR TO DEP; I TELEPHONED THE FLYING M AND LEARNED THAT OTHER ACFT HAD BEEN USING THE AIRSTRIP THAT DAY. ON ARRIVING IN THE AREA; I SPOKE ON THE RADIO WITH THE PLT OF A PIPER CUB WHO SAID HE HAD JUST DEPARTED THE STRIP. I CIRCLED THE FIELD TWICE AND DID NOT SEE ANY VISIBLE EROSION DAMAGE OR OBSTRUCTIONS. EVERYTHING WAS NORMAL THROUGHOUT THE APCH PHASE. WIND INFO FROM THE WINDSOCK WAS CALM; AND I SET UP LNDG TO THE W. AS I TOUCHED DOWN ON THE MAIN WHEELS; I HIT A RUT AND WAS BOUNCED INTO THE AIR. I RECOVERED WITH PWR; AND DUE TO THE DIMINISHING REMAINING DISTANCE; EXECUTED A GAR. I APPLIED FULL PWR; RAISED THE FLAPS FROM 45 DEGS TO 20 DEGS; AND ROTATED THE NOSE TO THE BEST ANGLE OF CLB SPD. WITHIN SECONDS; IT BECAME APPARENT THAT THIS MAX PERFORMANCE MANEUVER MIGHT NOT BE SUFFICIENT TO CLR ALL THE TREE TOPS ON THE RAPIDLY APCHING SLOPE. I MAINTAINED THE BEST ANGLE OF CLB SPD; AND THE AIRPLANE MAY HAVE CONTACTED SOME TREE TOPS. CLRING THE OBSTRUCTIONS; I RESUMED A NORMAL CLB PROFILE AND REVERSED COURSE TO THE E. I THEN PERFORMED A CTL CHK; AND FOUND ALL FLT CTLS AND THE ENG TO BE OPERATING NORMALLY. I RETURNED TO MY BASE ARPT; ABOUT 15 MINS FLYING TIME AWAY; AND EXECUTED A NORMAL LNDG. UPON POSTFLT INSPECTION; I DISCOVERED SMALL DENTS IN THE L WING; L STABILIZER AND LOWER FUSELAGE.