N316UP

HISTORY OF FLIGHT

On September 11, 1998, at 0624 central daylight time, a twin-engine Boeing 767-34AF airplane, N316UP, operating as UPS Flight 774, was substantially damaged following a loss of control during the landing roll at the Ellington Field Airport near Houston, Texas. The two-airline transport rated pilots were not injured. The airplane was owned and operated by United Parcel Service (UPS) Co., of Louisville, Kentucky, under 14 Code of Federal Regulations Part 121. Dark night instrument meteorological conditions prevailed for the cargo flight for which an instrument flight rules (IFR) flight plan was filed. The flight was dispatched from the UPS main hub in Louisville, Kentucky, at 0357, for the scheduled one hour and fifty minute flight to Ellington Field. The flight was scheduled to arrive at Ellington Field at 0554.

The captain was the "flying pilot" during the accident flight. The first instrument landing system (ILS) approach to runway 17R was missed at 0551, due to the prevailing high crosswind conditions at the airport. After performing a missed approach, the flight was vectored around weather for a second approach to the same runway. During the vectoring sequence, the controller suggested the ILS approach for runway 35L to avoid thunderstorms transiting near the final approach course for runway 17R. The crew accepted the suggestion and the airplane was subsequently vectored for the Category 1 ILS approach to runway 35L.

The crew stated that all three autopilot systems were functioning, and the airplane was configured for an "autoland" Cat I approach and landing to runway 35L, with the auto-brakes set for maximum braking (setting number 4). The ILS 3-degree glide slope was intercepted and captured at a radar altitude of 2,300 feet. The captain reported that he was closely monitoring the flight controls and instruments during the approach and landing sequence. Both crew members concurred that the approach was stabilized and uneventful, and visual contact was made with the runway environment as the airplane descended through 1,000 feet MSL. The flight data recorder (FDR) revealed that above 500 feet radar altitude, the autoland system established a nose right crab angle of 11 to 12 degrees.

The winds issued by the tower to flight 774 while on short final were from 090 degrees at 15 knots, gusting to 23 knots. The flight crew acknowledged that no windshear alerts were received during the two approaches.

The crew reported that the touchdown was normal. FDR data revealed that the airplane touched down on the right main gear with a 3-degree bank into the right crosswind. The captain stated that the airplane touched down slightly left of centerline. FDR data revealed that the nose landing gear touched down 17 feet to the left of the centerline. Tire tracks on the runway revealed that the airplane remained downwind of the runway centerline after touchdown. FDR data revealed that rudder deflection during the initial landing rollout moved from 0.3 degrees right to 25 degrees right (maximum deflection) within about 9 seconds.

The captain further stated that he engaged the thrust reversers as soon as the nose gear was on the ground; however, there was "no feel of deceleration" from either the brakes or the reversers.

The flight crew did not initiate any attempt to abort the landing. Despite the windshield wipers operating at the "high" setting, both crewmembers concurred that the forward visibility deteriorated drastically on short approach and during the landing roll (the operator did not maintain the optional cockpit windshield hydrophobic coating treatment available from the aircraft manufacturer).

The flight crew reported that the airplane's autoland system continued to attempt to correct the ground track of the airplane towards the localizer course (centerline of the runway) during the landing roll. The FDR data revealed that the flight crew did not disconnect the auto-pilot during the accident sequence. FDR information revealed that the airplane touched down at a ground speed of 149 knots (144 calibrated). The reference speed (Vref) for the approach was calculated at 143 knots IAS.

Several witnesses on the ground observed the landing of the airplane. Most witnesses concurred that the airplane produced "a heavy rooster tail of water" as soon as it touched down on the runway. The flight crew of a Miami Air Flight aircraft, which was operating under the call sign "Brisbane 290," was on the ground awaiting a clearance, and reported to the tower that "the landing airplane [UPS 774] looks like he just fish-tailed sideways off-the-runway." The same flight crew alerted the tower that the airplane "had gone dark" and was on the side of the runway.

The investigation revealed four major shortcomings in the UPS Pre-Departure weather briefing packages: published runway advisories were not relayed; runway or field conditions were not current; the RAMTAF terminal forecast for the destination airport was not current; and only certain adverse weather advisories were provided to the flight crew.

OTHER DAMAGE

The taxiway marker for taxiway Bravo was destroyed by impact with the right wing of the airplane. Seven runway lights and three taxiway lights were either sheared or knocked down by the airplane during the accident sequence. Runway 35L/17R remained closed until the airplane was recovered to the airport ramp, approximately 3 days after the accident.

PERSONNEL INFORMATION

The 41-year old captain was issued an airline transport pilot certificate on June 24, 1994. He had been employed with UPS Airlines since March 21, 1988. He was upgraded to captain on July 6, 1994. Prior to his captain assignment, he functioned as a first officer in the Boeing 767. The captain had accumulated a total of 5,600 hours, of which 3,200 hours were in the Boeing 757/767. His last proficiency check was completed 14 days prior to the accident, on August 28, 1998. His last medical examination was completed on June 16, 1998, and he was issued an FAA first class medical certificate without any waivers or limitations. The captain had flown a total of 11 hours in the preceding 30 days, 47 hours in the preceding 90 days, and 360 hours in the preceding 12 months. Prior to joining UPS, the captain was an officer with the United States Air Force, where he had accumulated around 600 hours in the KC-135 and 1,300 hours in the Cessna T-37.

The first officer, age 53, held an airline transport pilot certificate, issued by the FAA with an airplane multiengine land rating and type ratings in the Boeings 707 and 720. The first officer was hired by UPS Airlines on March 21, 1988, as a flight engineer on the DC-8 aircraft. The first officer had accumulated a total of 5,950 flight hours, of which 2,270 were in the Boeing 757/767 aircraft. His last FAA first class medical certificate was issued on January 5, 1998, with a limitation for wearing eyeglasses to correct a near vision condition. The first officer completed his last proficiency check in the Boeing 757/767 on August 28, 1998. He had flown 99 hours in the preceding 90 days, 37 hours in the preceding 30 days, with 482 hours in the preceding 12 months. Prior to joining UPS, the first officer was also an officer in the United States Air Force, where he flew KC-135 tankers.

Both crewmembers had completed the required cockpit resource management (CRM) training from the operator. The investigation revealed that the operator did not address a hydroplaning scenario in any of their syllabi for crew training.

The flight crew was not properly briefed on forecasted weather conditions for their destination and were not provided with all the adverse weather information affecting the route of flight. The flight crew failed to recognize that their terminal forecast or RAMTAF was two days old, nor did they contact UPS flight dispatch for any updated conditions. The flight crew made several attempts to obtain updated weather watch information through the on-board ACARS; however, they used the improper station identifiers and were not able to obtain any weather updates.

AIRCRAFT INFORMATION

The 1997 transport category airplane was manufactured by Boeing Aircraft under serial number 27744, and delivered to UPS as N316UP on May 30, 1997, as a Boeing 767-34AF "Freightliner". At the time of the accident, the airplane had accumulated a total of 2,810 hours and 1,170 cycles.

According to the manufacturer, the certified autoland crosswind limits are: 25 knot headwind; 25 knot crosswind , and 15 knots tailwind. The corresponding limitations in the operator's AFM are: 25 knot headwind; 10 knot tailwind; and 25 knot crosswind.

The airplane was equipped with two General Electric CF6-80C2B turbofan engines. The left engine (s/n 704417) had accumulated a total of 2,065 hours and 1,356 cycles since new. The right engine (s/n 704398) had accumulated 1,864 hours and 1,320 cycles since new.

The airplane was last serviced with fuel at Louisville, Kentucky, where 6,663 gallons of jet fuel was added. The airplane was reported to have approximately 28,000 pounds of fuel on board at the time of the accident.

The maximum aircraft ramp weight was 409,000 pounds (408,000 pounds maximum takeoff weight). The maximum aircraft landing weight was 326,000 pounds. The airplane's weight at the time of departure from Louisville was 346,300 pounds, and the landing weight at the time of accident was 317,400 pounds. The airplane was found to be within weight and balance limits at the time of the accident. The cargo and palletized containers within the airplane were found properly secured and restrained.

METEOROLOGICAL INFORMATION

A review of the dispatch information provided to the flight crew by the operator revealed that the crew was not provided with current forecasted weather for their destination prior to departure from Louisville. The weathe...