Cessna 172M accident near Raymondville, Texas, October 25, 2013
On October 25, 2013 at about 4:45 pm local time, a 1973 Cessna 172M, registered N20587, was substantially damaged in an accident during approach (VFR pattern final) near Raymondville, Texas (Bell Airfield). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The operation of an airplane by a non-certificated pilot. Contributing to the accident was his failure to maintain airspeed following a total loss of engine power at low altitude, which resulted in an aerodynamic stall. Also contributing was the pilot's improper fuel management, which resulted in a total loss of engine power due to fuel exhaustion.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 25, 2013 · about 4:45 pm local time · cases in 2013
- Place
- Raymondville, Texas · Bell Airfield · cases near this airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M M, built 1973 · all 172Ms on the register
- Registration
- N20587 · no longer on the register · serial 17261419
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The non-certificated pilot said he flew his unregistered airplane for about 2 hours "recreationally" before attempting to land at a privately owned airport, where he said the airplane was scheduled to have an annual inspection completed. The pilot said a gust of wind blew the airplane off course while on final approach and he attempted to go-around. The airplane then stalled and impacted a field short of the runway, which resulted in substantial damage to the firewall and empennage. Though the pilot did not report an engine failure, examination of the airplane revealed both fuel tanks were empty and damage to the propeller was consistent with it not turning at the time of impact. The pilot reported there were no mechanical deficiencies that would have precluded normal operation of the airplane and engine. The pilot did not have a valid Federal Aviation Administration (FAA) medical and had a reported history of a stroke. The pilot's daughter also reported that her father was starting to show symptoms of Sundowner's Syndrome.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Loss of engine power (total) during approach (VFR pattern final)
- Fuel exhaustion during approach (VFR pattern final)
- Loss of control in flight during approach (VFR pattern final) defining event
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- factor Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- factor Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Failure other cases naming the engine
- factor Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management other cases naming the fuel system
Pilot
- Medical certificate: None
- Seat: left
- Injury: serious injuries
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,299 lb
- Landing gear: fixed
- Engine: Lycoming 0-320 SERIES (piston); 0 hours total
The flight
- Departed from: 67R Rio Grande City TX at 4:00 pm
- Destination: XS56 Raymondville TX
- Flight plan: none
- Runway 08, 3,000 ft by 85 ft
Weather at the time
- Light: daylight
- Wind: from 100° at 8 knots, gusting 14
- Visibility: 10 statute miles
- Sky: broken clouds at 7,500 ft
- Temperature: 18°F (-8°C), dew point 64°F (18°C)
- Altimeter: 30.22 inHg
- Observation at 4:42 pm from HRL, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on December 18, 2013. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | FAA Record of Conversation with the Pilot | PDF, 2 pages | View Download |
| 3 | Record of Conversation W/faa Inspector | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N20587: not on the register today · the record of its deregistration
- Cessna 172 Skyhawk 20,686 registered today · the model family and its accident history
- Cessna 72,677 aircraft on the register
- Engine: Lycoming 0-320 SERIES 27,303 aircraft carry this series today · as the NTSB recorded it
- Flying W Airport · nearest airport
- Rio Grande City Municipal · departed from
- Accidents and incidents in Texas 6,244 since 1982 · 1,063 in the last ten years
- Texas 29,976 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/CEN14CA027.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.