SEA07GA112

The pilot's failure to maintain aircraft control while maneuvering, which resulted in an inadvertent stall/spin and subsequent impact with the ground. A factor was the gusty tailwind condition.

While involved in a low-level surveillance operation, the airplane was observed in a steep bank to the left, followed by a bank to the right before nosing into the ground. It was reported that the wind was gusting and that the airplane was flying downwind when it entered the steep left bank. Weather reporting facilities in the surrounding area revealed wind speed at 19 knots, gusting to 26 knots. A post-accident investigation of the engine and airframe revealed no anomalies which would have precluded normal operations.

HISTORY OF FLIGHT On April 25, 2007, approximately 1217 central daylight time, a Cessna 182R, N6277E, was destroyed after impacting terrain while maneuvering near Rachal, Texas. The airplane was registered to the Customs and Border Protection (CBP), of Washington, D.C. The certificated airline transport pilot, the sole occupant, sustained fatal injuries. Visual meteorological conditions prevailed for the routine air patrol mission, which was conducted as a Public Use flight. No flight plan was filed. The local flight departed the McAllen Miller International Airport (MFE), McAllen, Texas, about 0623. The aircraft departed the CBP McAllen Air Unit at MFE. The intended mission was to provide air support for ground units along the Texas-Mexico border. At approximately 1116 U.S. Border Protection agents called the aircraft to provide air support; the aircraft arrived on scene at approximately 1130. The pilot circled the area and relayed observed positions to units on the ground. According to a border patrol officer who witnessed the accident, the airplane was orbiting the area in a counterclockwise direction prior to observing it bank steeply to the left, followed by a bank to the right before nosing into the ground. The witness further reported that he felt "lots of wind gusts," and that the steep bank he observed was when the airplane was flying downwind. The witness stated that the engine "sounded good," was approximately 600 feet to 800 feet above the ground during its orbits, and was descending while orbiting. The witness further stated that the post-crash flames were from the south, and that the last [radio] transmission was just prior to the airplane's steep left bank. The witness reported that he observed the airplane's flaps were in the UP position. A second witness to the accident, also a border patrol officer, reported that the airplane had orbited the area for 30 to 40 minutes when the pilot radioed, "They're at the bottom of my left wing." The witness further reported that the "buzzing" of the engine was constant at all times, and that the engine had a "constant purring." The witness stated that he observed the airplane orbit the area in a counterclockwise direction, but that he didn't see the bank angle of the airplane increase since he was not looking at the airplane. The witness further stated that the airplane was at a constant altitude and that he didn't hear any popping, backfiring, or missing of the airplane's engine. PERSONNEL INFORMATION The pilot held an airline transport pilot certificate with ratings for airplane multiengine land. He also possessed commercial privileges with ratings for airplane single-engine land and rotorcraft-helicopter. Additionally, the pilot was type rated for A/BE-400, A/CE-500, A/DHC-8 and A/MU-300 aircraft. The pilot was issued a second class medical certificate without limitations on September 5, 2006. The pilot had accumulated 4,041.3 total flight hours with approximately 276 hours in make/model and 35 hours in the last 30 days. The pilot's last annual proficiency evaluation was conducted on September 20, 2006. AIRCRAFT INFORMATION The 1981-model Cessna 182R, serial number 18268356, was a single-engine, high wing, fixed tricycle landing gear, semi-monocoupe design airplane. The airplane was powered by a normally aspirated, direct drive, air-cooled, horizontally opposed, carburetor equipped, six-cylinder Teledyne Continental Motors O-470-U engine (serial number 820154-R), rated at 245 horsepower, and equipped with a two-blade constant speed propeller. The airplane was configured to carry a maximum of four occupants. The airplane was issued a standard airworthiness certificate on July 5, 1983, and was certificated for normal category operation. A review of maintenance records revealed that the most recent annual inspection was performed on April 2, 2007, at a total airframe time of 12,117.3 hours. The engine was installed on the airframe on June 21, 2004, at a tach time of 0 hours. The most recent 100-hour inspection performed on the engine was conducted on April 3, 2007, at a tach time of 785.7 hours. At the time of the accident, the airframe had accumulated a total time of 12,136.8 hours. METEOROLOGICAL INFORMATION At 1225, the weather reporting facility for Edinburg International Airport (KEBG), Edinburg, Texas, located approximately 25 nautical miles south of the accident site, indicated wind 010 degrees at 17 knots with gusts to 25 knots, visibility 10 statute miles, sky clear, temperature 32 degrees C, dew point 18 degrees C, and an altimeter setting of 29.82 inches of Mercury. At 1225, the weather reporting facility for Brooks County Airport (KBKS), Falfurrias, Texas, located approximately 28 nautical miles north of the accident site, indicated wind 360 degrees at 16 knots with gusts to 24 knots, visibility 10 statute miles, sky clear, temperature 31 degrees C, dew point, 12 degrees C, and an altimeter setting of 29.83 inches of Mercury. At 1253, the weather reporting facility for McAllen Miller International Airport (KMFE), McAllen, Texas, located approximately 43 nautical miles south of the accident site, indicated wind 360 degrees at 19 knots with gusts to 26 knots, visibility 10 statute miles, sky clear, temperature 33 degrees C, dew point 15 degrees C, and an altimeter setting of 29.83 inches of Mercury. Additional remarks indicated the peak wind was from 350 degrees at 27 knots, and occurred at 1241. The U. S. Customs and Border Protection agents that were in the vicinity of the accident site reported the weather as hot with gusty winds from the north. WRECKAGE AND IMPACT INFORMATION Examination of the accident site revealed the wreckage was located at an elevation of 266 mean sea level. The aircraft impacted sandy, flat, brush-covered terrain in a near vertical attitude. The impact created an engine ground impact signature located 18 feet 9 inches north of the main wreckage. The engine impact crater measured 13 inches in depth by 27 inches in diameter. The left and right wing impact marks measured 18 feet 3 inches and 17 feet 10 inches respectively when measured from the engine impact crater. Both wing impact marks were aligned in a perpendicular orientation relative to a straight line from the main wreckage to the engine impact crater. The fuselage came to rest on a magnetic heading of 345 degrees. The tail cone separated from the fuselage and was observed inverted on top of the left wing root area. The left and right wing leading edge skins were compressed aft to the main spar. The engine was displaced aft and the center wing assembly main spar was observed on top of the #5 and #6 cylinders. The wings remained attached to the center wing assembly main spar at the forward attachment points; the aft attachment points were consumed by fire. The left wing stall fence remained attached to the left wing, while the right wing stall fence was partially separated for the right wing and sustained impact and fire damage. The airframe was equipped with an aileron trim tab on the left aileron. The aileron trim tab push-pull rod remained attached to the trim tab but separated from the lower wing surface. The right flap was consumed by fire. A section of the outboard left flap remained attached and appeared retracted. The flap actuator measured 0.15 inch, which equates to fully retracted flaps. Flap continuity was established from the flap actuator to the right flap bellcrank, and from the bellcrank to the left flap control surface through cable separations that displayed damage consistent with tension overload. Rudder, elevator,and elevator trim tab control cable continuity was established from the control surfaces to the forward cabin. The elevator trim tab actuator measured 1.0 inch, which equates to an approximate 10 degree tab-down position. Aileron control cable continuity was establish