Piper PA-23-160 accident near Rio Grande City, Texas, July 12, 2000
On July 12, 2000 at about 6:30 pm local time, a Piper PA-23-160, registered N4322P, was substantially damaged in an accident near Rio Grande City, Texas (Starr County airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the loss of engine power for undetermined reasons. Contributing factors were the pilot flying the airplane with known deficiencies, and the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 12, 2000 · about 6:30 pm local time
- Place
- Rio Grande City, Texas · Starr County · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-160 · all PA-23-160s on the register
- Registration
- N4322P · no longer on the register · serial 23-1823
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a cross-country flight, on the day prior to the accident, the airplane experienced a total electrical failure. The pilot made a precautionary landing at an airport, where he had the battery charged. However, the electrical problem was not repaired prior to departing on the day of the accident. After lift-off from the runway, the landing gear was retracted, and the pilot began a left turn. While in the turn, about 300-400 feet agl, the left engine lost power. Subsequently, the right engine lost power. The pilot executed a forced landing to a field with brush and mesquite trees. The airplane had been inspected 6 days before the accident by an FAA inspector, who issued an Aircraft Condition Notice for maintenance defects, which were considered to be an imminent hazard to safety. A special flight permit was required prior to operating the aircraft if corrective action had not been taken. An examination of the airplane revealed that the maintenance defects were not corrected, and a special flight permit had not been obtained. The reason for the loss of engine power could not be determined.
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
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 286 hours in all
- Medical certificate: Class 1 (expired)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 3,800 lb
- Seats: 5
- Landing gear: retractable
- Engine: Lycoming O-320-B3B (piston); 0 hours total
The flight
- Departed from: 67R at 6:30 pm
- Destination: DWH Spring TX
- Flight plan: none
- Runway 15, 3,202 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 15 knots, gusting 19
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 99°F (37°C), dew point 68°F (20°C)
- Altimeter: 29.00 inHg
- Observation at 5:53 pm from MFE, 36 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
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 never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.