N185DN

HISTORY OF FLIGHT

On Monday Oct. 19, 2009, at 0605 EDT (all times in this report will be Eastern Daylight Time unless otherwise noted), a Boeing B767-332ER, N185DN, operating as Delta Air Lines flight 60 from Rio de Janeiro – Galeão – Antonio Carlos Jobim International Airport (SBGL was the International Civil Aviation Organization airport code, and GIG was the three letter International Air Transport Association airport code) to Atlanta Hartsfield International Airport (ATL) landed on taxiway "M" at ATL after being cleared to land on runway 27R. No injuries were reported. The flight deck crew included a check airman, a captain receiving special airport qualification operating experience from the check airman, and one first officer. During cruise flight, the check airman became ill and was located in the cabin for the remainder of the flight; including the approach and landing.

Prior to the flight, on Sunday, October 18, 2009, the flight crew arrived at SBGL to prepare for their flight to ATL. During the preflight activities, the check airman became ill with a gastrointestinal disorder. After a brief time away from the flight deck, the check airman returned to the flight deck and advised the other crew members he was “fine” and continued with the flight preparations.

The flight departed the gate at about 2240 BRST (Brasilia Summer Time) (2040 EDT) with the captain in the left pilot seat, the check airman, who was the captain of record, in the right pilot seat, and the first officer in the observer’s seat. The check airman stated that there were some slight ground delays due to the departure in use that added about 30 minutes to the scheduled flight time.

According to interviews with the crew, it was customary for the relief pilot to calculate rest breaks by subtracting time to climb and descend from the total flight time, and dividing the remainder by the number of crew members to determine the length of each break. After reaching the top of climb, the crew calculated the rest breaks for the flight and determined that the check airman would take the first break of about 2 hours and 50 minutes. The check airman proceeded to the cabin for his rest break. At the completion of his rest break, it was determined that the check airman was ill and the crew enlisted the aid of a physician on board the flight.

The flight crew notified the company dispatcher (dispatch is also referred to as “flight control” in company literature) via satellite communications regarding the check airman’s illness and the captain listed himself as the captain of record. The flight crew elected to continue the flight to ATL for landing and according to flight crew statements; they requested that dispatch arrange for emergency services to meet the airplane when they arrived. According to the dispatcher statement, he received the satellite call on October 19 about 0400 and then notified emergency medical personnel at ATL.

Prior to the top of descent point, the crew prepared for, and briefed for a landing on runway 27L at ATL. Upon check in with Atlanta Approach Control, the controller assigned runway 26R for landing. The crew briefed for an approach to 26R. The crew was subsequently re-assigned to runway 27L and at about the outer marker for that runway approach, the ATL tower local controller offered runway 27R, which the crew accepted. The local controller then cleared the flight to land on runway 27R. The captain stated in an interview that the flight was lined up on approach to runway 27L and when the flight was cleared to land on 27R he maneuvered for the side step and lined up on “the next brightest set of lights” he saw. He stated that he saw “bright edge lights and centerline lights” and thought he had the runway in sight. The flight crew landed on taxiway M, which was a parallel taxiway located about 200 feet to the north of runway 27R.

PERSONNEL INFORMATION

THE CAPTAIN

The captain held an airline transport pilot certificate with an airplane multi engine land rating and type ratings in Boeing 727, 737, 757, 767, McDonnell Douglas MD-11, and Lear Jet airplanes. The captain was hired by Delta Air Lines in 1990 and according to company records, accumulated about 9,122 hours of total flight time, which included about 3,131 hours in the Boeing 767.

The captain held a first class medical certificate which was issued on August 21, 2009.

THE CAPTAIN’S 72-HOUR HISTORY

The captain was off duty from October 3-15, 2009. When not working, the captain stated that he needed about 8 hours of sleep to feel well rested. He said he was naturally an evening person but events in life pushed him towards being a morning person.

On Friday, October 16, 2009, the captain awoke about 0630-0700, ate breakfast, walked the dog, and went for a run. That afternoon he took a nap for about an hour. He drove to the ATL airport early so he would have time to update his charts and meet with the check airman prior to the flight to SBGL. He felt rested before the flight and said the flight to Rio was normal.

The flight arrived in Rio on Saturday, October 17 at about 0900 BRT (0800 EDT). (BRT is Brasilia Time; the clocks in the Rio de Janeiro time zone were set forward one hour to BRST at midnight between Saturday October 17 and Sunday October 18 in observance of daylight savings time.) The captain said the layover was normal. He napped for about 3-4 hours before meeting some of the crew for dinner. He returned to the hotel about 2330-0000 BRT (2230-2300 EDT).

On Sunday, October 18, the captain awoke about 0930-1000 BRST (0730-0800 EDT). He stayed around the hotel room, sent emails, exercised, and then tried unsuccessfully to take a nap. He said he just could not fall asleep. He had not been hungry during the day so he did not eat. He went down to the hotel lobby for pick up early and had a cappuccino. He went to the airport with the crew and said he felt “fine”. Although he had been up for about 11 hours, he said it was not an unusually long time but he was looking forward to his 3 hour break on the airplane because he normally could get a good amount of rest during that time.

The FIRST OFFICER

The first officer held an airline transport pilot certificate with an airplane multi engine land rating and type ratings in Boeing 757, 767, McDonnell Douglas DC-9, and Beechcraft BE-1900 airplanes. The first officer was hired by Delta Air Lines in 2000 and according to company records, accumulated about 4,000 hours of total flight time, which included about 1,591 hours in the Boeing 767.

The first officer held a first class medical certificate which was issued on April 13, 2009.

THE FIRST OFFICER’S 72-HOUR HISTORY

Prior to the incident trip pairing, the first officer was off duty for “a couple of days”. She stated that, when not working, she typically needed 6-8 hours of sleep to feel rested, and more sleep when she exercised.

On Friday, October 16, 2009, the first officer awoke about 0700. She was not scheduled to fly so she went on the computer to try to pick up some flying. The incident trip pairing showed up on the swap board and she picked it up. She packed and organized to leave on the trip that night. She tried to nap but that “did not work so well” because she usually did not nap well and she got a good night’s sleep the previous night. She signed in for the trip at 2005 and the flight pushed back from the gate in ATL about 2200. During the flight from ATL to SBGL she ate part of the crew meal but did not believe she had breakfast.

The flight arrived in Rio on Saturday, October 17 at about 0900 BRT (0800 EDT), and she took the bus to the hotel. The flight crew and flight attendants met at the hotel and went down to the beach. She took a nap for about 3 hours and “felt okay” when she awoke. She did not set an alarm and woke up when she woke up. That evening, the flight crew and flight attendants met at the bar around 1800 BRT (1700 EDT) and then dinner about 2000 BRT (1900 EDT). After dinner, the captains and she went back to the hotel. She went to bed about 0130-0200 BRST (2330-0000 EDT).

On Sunday, October 18, she awoke about 0700 BRST (0500 EDT). During the day she studied for recurrent training and went to a market. She napped for about 3-4 hours which she said was “really good” for her. She said she felt good from her nap and felt rested. She then got ready for their pick up and ate a sandwich within the two hours before pick up. She left the hotel about 1950 BRST (1750 EDT), which was the start of the crew’s duty time.

AIRCRAFT INFORMATION

The airplane was manufactured in 1995 and was maintained under a continuous airworthiness inspection program. As of its last inspection in February of 2009, it had accumulated 70,009 total hours of operation on the airframe.

METEORLOGICAL INFORMATION

The weather reported at 0552 EDT for ATL included calm winds, clear sky with visibility of 10 statute miles, and temperature of 3 degrees Celsius.

A review of the U.S. Naval Observatory Sun and Moon data for Atlanta, Georgia, at the time of the incident indicated a “waxing crescent with 3% of the Moon's visible disk illuminated.” Moonset occurred at 1901 EDT on the preceding day and moonrise was to occur at 0918 on the day of the incident. Civil twilight was to begin at 0721 on the day of the incident.

AERODROME INFORMATION

ATL was owned by the City of Atlanta and operated by the Department of Aviation. The airport was located about ten miles from downtown Atlanta at 33° 28’ 21.1” north and 84° 25’ 39.6” west, and was certificated under 14 Code of Federal Regulations Part 139.

ATL had five runways for flight operations. All runways were positioned in about an east west direction. Runways 8R/26L and 8L/26R were located to the north of the airport terminal ramp complex. Runways 9L/27R and 9R/27L were located immediately to the south of the terminal ramp complex and runway 10/28 was located to the south of runways 9R/27L...