What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(.19) On may 29, 2002, about 1738 eastern daylight time, a Beech F33A, N858KS, registered to a private individual, was lost from radio and radar contact and crashed in a wooded area near Conway, south carolina. Instrument meteorological conditions prevailed in the area at the time of the accident and an instrument flight rules flight plan was filed for the 14 CFR part 91 personal flight. The airplane was destroyed by impact forces and the private-rated pilot, the sole occupant, was fatally injured. The flight originated about 1729, from the grand strand airport, north myrtle beach, south carolina. Review of a certified copy of the voice tape from the grand strand air traffic control tower (ATCT), revealed that the pilot received IFR clearance and was cleared to taxi to runway 05. The pilot was advised to fly runway heading and was cleared for takeoff. Shortly after takeoff, the pilot was advised the contact myrtle beach approach control on frequency 119.2 but the pilot attempted to communicate with myrtle beach approach control on the grand strand ATCT frequency. The pilot was again advised to contact myrtle beach approach control and did establish communications with that facility. Review of a certified copy of the voice tape from myrtle beach approach control revealed that the aircraft was radar identified, the flight was cleared to climb to 4,000 feet, and the controller asked the pilot what was his heading. The pilot replied 330 degrees and that he was deviating to the right around a "...little build-up." The controller asked the pilot if he could fly heading 360 degrees and the pilot responded that he was unable. The controller advised the pilot to fly heading 210 degrees for a vector around traffic which the pilot acknowledged. The controller then advised the pilot that when leaving 2,600 feet to resume own navigation and that deviation approved as necessary which was acknowledged by the pilot. The controller again advised the pilot resume own navigation and deviation as necessary which was acknowledged by the pilot who stated that he was deviating a little bit to the south 2 to 3 miles then will pick-up my northwesterly heading. There were no known witnesses to the accident. An individual near the accident site reported that the weather conditions about the time of the accident included heavy rain, there was no reported lightning. (-23) aircraft departed cre at 1738 hrs local time and impacted ground 12 miles NE of myr ATCT.
As the FAA filed it
(.19) ON MAY 29, 2002, ABOUT 1738 EASTERN DAYLIGHT TIME, A BEECH F33A, N858KS, REGISTERED TO A PRIVATE INDIVIDUAL, WAS LOST FROM RADIO AND RADAR CONTACT AND CRASHED IN A WOODED AREA NEAR CONWAY, SOUTH CAROLINA. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED IN THE AREA AT THE TIME OF THE ACCIDENT AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS DESTROYED BY IMPACT FORCES AND THE PRIVATE-RATED PILOT, THE SOLE OCCUPANT, WAS FATALLY INJURED. THE FLIGHT ORIGINATED ABOUT 1729, FROM THE GRAND STRAND AIRPORT, NORTH MYRTLE BEACH, SOUTH CAROLINA. REVIEW OF A CERTIFIED COPY OF THE VOICE TAPE FROM THE GRAND STRAND AIR TRAFFIC CONTROL TOWER (ATCT), REVEALED THAT THE PILOT RECEIVED IFR CLEARANCE AND WAS CLEARED TO TAXI TO RUNWAY 05. THE PILOT WAS ADVISED TO FLY RUNWAY HEADING AND WAS CLEARED FOR TAKEOFF. SHORTLY AFTER TAKEOFF, THE PILOT WAS ADVISED THE CONTACT MYRTLE BEACH APPROACH CONTROL ON FREQUENCY 119.2 BUT THE PILOT ATTEMPTED TO COMMUNICATE WITH MYRTLE BEACH APPROACH CONTROL ON THE GRAND STRAND ATCT FREQUENCY. THE PILOT WAS AGAIN ADVISED TO CONTACT MYRTLE BEACH APPROACH CONTROL AND DID ESTABLISH COMMUNICATIONS WITH THAT FACILITY. REVIEW OF A CERTIFIED COPY OF THE VOICE TAPE FROM MYRTLE BEACH APPROACH CONTROL REVEALED THAT THE AIRCRAFT WAS RADAR IDENTIFIED, THE FLIGHT WAS CLEARED TO CLIMB TO 4,000 FEET, AND THE CONTROLLER ASKED THE PILOT WHAT WAS HIS HEADING. THE PILOT REPLIED 330 DEGREES AND THAT HE WAS DEVIATING TO THE RIGHT AROUND A "...LITTLE BUILD-UP." THE CONTROLLER ASKED THE PILOT IF HE COULD FLY HEADING 360 DEGREES AND THE PILOT RESPONDED THAT HE WAS UNABLE. THE CONTROLLER ADVISED THE PILOT TO FLY HEADING 210 DEGREES FOR A VECTOR AROUND TRAFFIC WHICH THE PILOT ACKNOWLEDGED. THE CONTROLLER THEN ADVISED THE PILOT THAT WHEN LEAVING 2,600 FEET TO RESUME OWN NAVIGATION AND THAT DEVIATION APPROVED AS NECESSARY WHICH WAS ACKNOWLEDGED BY THE PILOT. THE CONTROLLER AGAIN ADVISED THE PILOT RESUME OWN NAVIGATION AND DEVIATION AS NECESSARY WHICH WAS ACKNOWLEDGED BY THE PILOT WHO STATED THAT HE WAS DEVIATING A LITTLE BIT TO THE SOUTH 2 TO 3 MILES THEN WILL PICK-UP MY NORTHWESTERLY HEADING. THERE WERE NO KNOWN WITNESSES TO THE ACCIDENT. AN INDIVIDUAL NEAR THE ACCIDENT SITE REPORTED THAT THE WEATHER CONDITIONS ABOUT THE TIME OF THE ACCIDENT INCLUDED HEAVY RAIN, THERE WAS NO REPORTED LIGHTNING. (-23) AIRCRAFT DEPARTED CRE AT 1738 HRS LOCAL TIME AND IMPACTED GROUND 12 MILES NE OF MYR ATCT.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.