On April 28, 1999, at 1250 eastern daylight time, a Beech 23-B24R, N12RF, collided with trees shortly after takeoff from runway 13, at the Boone Airport, in Boone, North Carolina. The airplane was operated by the pilot under the provisions of Title 14 CFR Part 91, and instrument flight rules. Instrument meteorological conditions prevailed, and an IFR flight plan was filed. The pilot received serious injuries, and the airplane was destroyed. There was a post-crash fire. The flight was originating at the time of the accident. According to the Anderson Flight Service Station, the pilot of N12RF was issued a complete weather briefing including winds aloft. Additionally, the pilot was issued an IFR Clearance from 5A3 (Boone, NC) to BVX (Batesville, AK), at 1232, with a void time of 1250. The pilot requested and was given an altitude assignment of 8000 GPS direct Batesville, and a transponder code of 3563. (See attachment for complete transcript). According to witnesses, the ceiling was about 50 feet above the ground, and the takeoff appeared to be normal until the collision with trees. According to the FAA Inspector on-scene, the aircraft collided with trees, rising terrain, and subsequently the ground in a wooded area about 1.6 miles south of the airport, coordinates North 36,10.33/West 081,36.56. Examination of the wreckage revealed that the airplane had collided with trees, up-slope on the north side of a ridge, at the 3800 foot level. The slope of the ridge was approximately 25 degrees. The initial crash path through the trees was inclined 3-5 degrees. The aircraft's right wing outboard section was found where it separated and remained in the tree tops. A slash cut in a one-inch diameter tree limb was located on the ground in the area below. The main wreckage ended upright approximately 130 feet from the point of first tree contact, the center section of the main wreckage was burned out by the post-impact fire. All of the major components of the aircraft were located on or about the main wreckage. In the cockpit, the airspeed indicator was located, the needle was positioned over the 106 knots indication. The remainder of the cockpit instruments and controls were destroyed. The propeller remained attached to the engine with one blade buried in the soil. The opposing blade was curled aft at the tip and exhibited torsional bending. The buried blade was unearthed to reveal aft bending along the broad arc at mid span, the blade tip section also showed torsional bending. Both blades had chordwise scratches and abrasions. The spinner assembly showed signs of rotational impact damage. Examination of the engine found it heat damaged from the post-impact fire. All of the accessory components were destroyed. The oil sump was burned away, no lubricating oil was found remaining. The oil suction screen was not recovered. The oil pressure filter canister was opened for inspection and found clean, free of contamination or debris. The fuel injector servo was destroyed, the fuel flow divider was opened for inspection and the diaphragm was heat damaged. The fuel injector nozzles were removed and checked. The #1 & #3 nozzles were clear, the #2 & #4 nozzles were obstructed with water and debris. The top spark plugs were removed for inspection and displayed dry, medium gray color combustion deposits, consistent with normal operation. A borescope was used to check the combustion chambers and barrels of all four cylinders, no pre-impact anomalies associated with the top end cylinder assemblies were note. Severity of the heat damage prevented rotation of the crankshaft. Visual inspection of the exposed area of the rear case, power section and accessory drive gear section revealed no evidence of mechanical malfunction. According to Lycoming, engine examination and partial disassembly found no evidence of any pre-impact mechanical deficiencies that would have prevented the engine from developing power. The pilot was sent an NTSB Form 6120.1/2 but failed to return it at the time of this report.