{"id":21661628,"date":"2026-09-11T11:35:40","date_gmt":"2026-09-11T09:35:40","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/ntsb-21-air-boeing-767-recorder-data-miami-overrun\/"},"modified":"2026-09-11T11:36:15","modified_gmt":"2026-09-11T09:36:15","slug":"ntsb-21-air-boeing-767-recorder-data-miami-overrun","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/it\/ntsb-21-air-boeing-767-recorder-data-miami-overrun\/","title":{"rendered":"NTSB: 21 Air 767 Touched Down on Miami Runway 30 at 158 Knots"},"content":{"rendered":"\r\n<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">On 9 September the National Transportation Safety Board published the first hard numbers from the Miami accident. They are not a verdict. They are a list of times, speeds and annunciations read off two recorders in a laboratory in Washington, and the agency attached the same caveat to every line: <em>preliminary, and subject to change<\/em>.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">What the data describes is a Boeing 767 freighter that arrived over Runway 30 fast, that at least one pilot said out loud was fast, and that touched down at a groundspeed of 158 knots. It records seven automated warnings in the last 25 seconds before touchdown. It records a go-around commanded after the aeroplane was already rolling, and abandoned four seconds later. And it records that neither the speed brakes nor the thrust reversers appear in the data as deployed.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Five people died, all of them on the ground, in vehicles the aircraft struck after it left the paved surface. We reported the accident itself on 6 September. This article is about the recorders, and about what the numbers in them do and do not mean.<\/p>\r\n\r\n\r\n\r\n<div style=\"background:#f5f5f5;border-left:4px solid #5C91FF;padding:20px 24px;margin:28px 0\">\r\n<p style=\"margin:0 0 12px;font-weight:700;font-size:17px;color:#0d1117\">Quick Facts<\/p>\r\n<p style=\"margin:6px 0;font-size:15px;line-height:1.6\"><strong>Flight:<\/strong> 21 Air Flight 7598 (2I7598), San Juan (SJU) to Miami (MIA), Part 121 cargo<\/p>\r\n<p style=\"margin:6px 0;font-size:15px;line-height:1.6\"><strong>Aircraft:<\/strong> Boeing 767-33A(ER)(BDSF), registration N1997A, built 1994, two General Electric CF6-80C2B6F<\/p>\r\n<p style=\"margin:6px 0;font-size:15px;line-height:1.6\"><strong>Operator:<\/strong> 21 Air LLC, flying on behalf of Amazon Air<\/p>\r\n<p style=\"margin:6px 0;font-size:15px;line-height:1.6\"><strong>Date and place:<\/strong> 6 September 2026, Runway 30, Miami International Airport<\/p>\r\n<p style=\"margin:6px 0;font-size:15px;line-height:1.6\"><strong>Casualties:<\/strong> five killed, all occupants of vehicles struck on the ground; both pilots survived with injuries<\/p>\r\n<p style=\"margin:6px 0;font-size:15px;line-height:1.6\"><strong>Touchdown:<\/strong> nose and right main gear at 158 knots groundspeed (293 km\/h)<\/p>\r\n<p style=\"margin:6px 0;font-size:15px;line-height:1.6\"><strong>Automated warnings:<\/strong> seven in 25 seconds &mdash; five &ldquo;too low terrain&rdquo;, two &ldquo;sink rate&rdquo;<\/p>\r\n<p style=\"margin:6px 0;font-size:15px;line-height:1.6\"><strong>Deceleration devices:<\/strong> no indication in the recorded data that speed brakes or thrust reversers were deployed<\/p>\r\n<p style=\"margin:6px 0;font-size:15px;line-height:1.6\"><strong>NTSB case:<\/strong> DCA26MA352 &mdash; investigation open, no probable cause determined<\/p>\r\n<\/div>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">What the NTSB actually released<\/h2>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">The aircraft carried an Acron Aviation (formerly L3Harris) FA2100 cockpit voice recorder and an Ontic (formerly Honeywell) SSFDR flight data recorder. Both were recovered from the site and read out successfully at the NTSB&rsquo;s Vehicle Recorder Laboratory. The CVR held more than two hours of good-quality audio across four channels; the FDR held roughly 54 hours of data across more than 400 parameters.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">That is an unusually clean recorder set, and it is why the agency was able to publish a timeline three days after the accident. What it published is a <em>summary of selected events<\/em>, not a transcript. A CVR group will convene at NTSB headquarters to produce the written transcript, and that document will be more detailed than anything available now.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">One structural point matters before reading any of the numbers. The NTSB does not determine probable cause on scene, and it has not determined one here. A preliminary report is expected later in September or in October, and a final report with findings will take considerably longer. Everything below is data. None of it is a conclusion.<\/p>\r\n\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/ntsb-flight-data-recorder-21-air-flight-7598.jpg\" alt=\"NTSB investigator with the flight data recorder from 21 Air Flight 7598\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">An NTSB investigator with the flight data recorder from Flight 7598 in the agency&rsquo;s Vehicle Recorder Laboratory in Washington. The unit held about 54 hours of data across more than 400 parameters. Photo: NTSB<\/figcaption><\/figure>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The last six minutes on the voice recorder<\/h2>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Read the CVR timeline carefully, because the reference point is easy to get wrong. Every time the NTSB gives is measured backwards from <em>the end of the recording<\/em>, not from touchdown and not from the moment the aircraft left the runway. The recording ends at 00:00. Touchdown sounds appear at 00:31. The aircraft is heard departing the paved surface at 00:10.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">The approach itself reads as routine for the first few minutes. Flaps 1 at 06:02. Checked in with Miami tower and cleared to land on Runway 30 at 04:18. Flaps 5 at 02:53, gear down at 02:37, flaps 15 at 02:14.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">At 01:42 the tone changes. A pilot calls for flaps 20, and the other pilot cautions that they are too fast. In the NTSB&rsquo;s words, that pilot &ldquo;made additional comments regarding the aircraft&rsquo;s excessive speed throughout the remainder of the recording&rdquo;, and &ldquo;there was not a consistent verbal response to the comments about speed&rdquo;. That 01:42 mark is 71 seconds before the touchdown sounds &mdash; not, as some summaries have it, 1 minute 42 seconds before impact.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Sounds consistent with an autopilot disconnect follow at 01:23. Then the automatic callouts begin: &ldquo;one thousand&rdquo; at 01:12, &ldquo;five hundred&rdquo; at 00:58, &ldquo;one hundred&rdquo; at 00:54, &ldquo;minimums&rdquo; at 00:50, &ldquo;forty&rdquo; at 00:40, &ldquo;ten&rdquo; at 00:36. Flaps 30 is called at 00:41. Most of that list is normal. Those are routine altitude and approach annunciations that sound on every approach a 767 flies, and their presence tells you nothing in itself.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">The NTSB has not said which pilot made which call. It has not said who was flying. Both pilots survived and were interviewed on 9 September, and until their accounts and the full transcript are published, attributing any single statement to the captain or the first officer is guesswork.<\/p>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Seven warnings in twenty-five seconds<\/h2>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Stripped of the routine callouts, the warning count is this. &ldquo;Sink rate sink rate&rdquo; at 01:04. &ldquo;Sink rate sink rate&rdquo; again at 00:57. &ldquo;Too low terrain&rdquo; at 00:48, annunciated four times. &ldquo;Too low terrain&rdquo; once more at 00:39. Two sink-rate alerts, five terrain alerts, seven in total, spanning 25 seconds from the first to the last.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">These come from the enhanced ground proximity warning system, and the two messages mean different things. &ldquo;Sink rate&rdquo; is the classic Mode 1 alert: descent rate excessive for the height above ground. It is a caution, and it is telling the crew to reduce the rate of descent. &ldquo;Too low terrain&rdquo; belongs to Mode 4, the family of alerts concerned with terrain clearance that is inadequate for the aircraft&rsquo;s current configuration and speed. The NTSB has not stated which specific sub-mode triggered, and that detail will matter later.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">What both messages share is that they are not advisory. EGPWS cautions of this kind are designed to be rare on a normal approach. A crew that flies hundreds of sectors a year might never hear either one at 500 feet on a clear afternoon in Florida.<\/p>\r\n\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #5C91FF;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><a href=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/jennifer-homendy-ntsb-chair.jpg\" target=\"_blank\" style=\"flex-shrink:0\"><img decoding=\"async\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/jennifer-homendy-ntsb-chair.jpg\" alt=\"Jennifer Homendy\" style=\"width:96px;height:96px;border-radius:50%;object-fit:cover;object-position:center;display:block;border:2px solid #ddd\"><\/a><div><em>&ldquo;We can only work to prevent the next one if our recommendations at the end of an investigation are implemented. If we are in the business of repeatedly investigating an accident or tragedy and our recommendations are not implemented, then we&rsquo;re here again and again and again.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Jennifer Homendy<\/strong> &mdash; Chair, National Transportation Safety Board, at the 7 September on-scene briefing<\/div><\/div><\/div>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">What a stabilised approach gate is, and why operators set one<\/h2>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Almost every airline in the world defines a height on final approach below which the aircraft must be in a settled, repeatable state. The industry convention, formalised by the Flight Safety Foundation&rsquo;s approach-and-landing accident reduction work, is 1,000 feet above airport elevation in instrument conditions and 500 feet in visual conditions.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">At that gate the aircraft is expected to be on the correct lateral and vertical path, in the landing configuration, with thrust set, and on speed &mdash; conventionally within a narrow band around the target approach speed, often quoted as no more than about 10 knots fast and 5 knots slow. Rate of descent is normally capped at around 1,000 feet per minute. The exact numbers belong to each operator&rsquo;s own manual, and 21 Air&rsquo;s criteria have not been published.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">The gate exists because of a simple piece of arithmetic. Energy that is still in the aeroplane at 500 feet has to go somewhere, and the runway is the only place left to put it. Excess speed at the threshold does not disappear in the flare; it converts into float, into a longer touchdown point, and into a higher speed at the moment the wheels finally take the weight. A stabilised-approach gate is the industry&rsquo;s attempt to make the decision to abandon an approach a mechanical one, taken early, rather than a judgement call taken late under pressure.<\/p>\r\n\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/21-air-boeing-767-300f-n1997a-amazon-air-miami.jpg\" alt=\"Boeing 767-300F N1997A of 21 Air in Amazon Prime Air colours at Miami\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">N1997A, the accident aircraft, in Amazon Prime Air colours at Miami earlier in 2026. The airframe was built in 1994 and converted to a freighter in 2016. Photo: framalex images \/ CC BY 4.0<\/figcaption><\/figure>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The four seconds after touchdown<\/h2>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">The flight data recorder tells the second half of the story, and its clock is separate. The NTSB is explicit that the CVR and FDR times have <em>not<\/em> been precisely synchronised, so the two timelines cannot be laid on top of each other yet.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">On the FDR clock, the nose gear and right main gear touch down at 00:30 at a groundspeed of 158 knots (293 km\/h). Brakes are applied at 00:23 at 146 knots. The left main gear touches down at 00:19 at 134 knots &mdash; eleven seconds after the right.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Then, at 00:15, the brakes are released at a groundspeed of 120 knots (222 km\/h) and the throttles are advanced to a value the NTSB describes as consistent with go-around thrust. At 00:11 the throttles come back to idle, the brakes are re-applied, and the groundspeed is 117 knots (217 km\/h). Throttles stay at idle and brakes stay applied to the end of the recording. At 00:07 the recorded lateral, longitudinal and vertical accelerations change markedly at 96 knots. The recording ends at 00:00 with a final groundspeed of 65 knots (120 km\/h).<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">That is the whole go-around: four seconds, from brake release to throttles back at idle. At roughly 120 knots groundspeed an aircraft covers about 61 metres every second, so four seconds is on the order of 240 metres (about 800 feet) of runway. The NTSB does not publish that distance &mdash; it is straightforward arithmetic on its own figures, and it is offered here as an order of magnitude, not as an agency finding.<\/p>\r\n\r\n\r\n\r\n<div style=\"background:#fff8e6;border-left:4px solid #d9a441;padding:16px 20px;margin:24px 0\">\r\n<p style=\"margin:0;font-size:15px;line-height:1.7\"><strong>A note on units.<\/strong> Every speed in the NTSB release is a <em>groundspeed in knots<\/em> taken from the flight data recorder. Some secondary summaries have converted these figures and reported the go-around as occurring at &ldquo;138 mph&rdquo;. That is 120 knots expressed in miles per hour, not an airspeed the NTSB published. We quote the agency&rsquo;s own units, with metric conversions alongside.<\/p>\r\n<\/div>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Why a late go-around is one of the hardest calls in transport flying<\/h2>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">A go-around flown from the stabilised-approach gate is a trained, briefed, unremarkable manoeuvre. A go-around initiated after the wheels are on the ground is a different problem entirely, and it is the reason operators push the decision point so far up the approach.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Once a large jet is on the runway with brakes applied, the aircraft has already begun spending the distance it would need to fly again. Engines at idle take seconds to spool. Ground spoilers, if deployed, must be stowed. The crew has to reverse a deceleration they have just commanded, and every second spent deciding is runway consumed at close to two hundred kilometres an hour. Meanwhile the alternative &mdash; staying on the ground and stopping &mdash; is also getting harder with every metre.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">That is the trap: both options degrade simultaneously, and the window in which either is comfortably achievable closes fast. Most operators handle it with a bright line &mdash; once reverse thrust is selected or the aircraft is firmly on the ground, the landing is committed. The data shows a go-around was called at CVR 00:15 and that go-around thrust appeared briefly on the FDR. It does not show why, and the NTSB has not said.<\/p>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Spoilers and reversers: what each one is actually worth<\/h2>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">The single line in the FDR summary that will occupy investigators longest is the last one: &ldquo;There was no indication in the recorded data that speed brakes or thrust reversers were deployed.&rdquo; The two systems do quite different jobs, and the absence of one matters far more than the absence of the other.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\"><strong>Ground spoilers<\/strong> are the important one. When the panels rise on touchdown they destroy lift across the wing. That does two things at once: it adds aerodynamic drag, and &mdash; far more significantly &mdash; it dumps the aircraft&rsquo;s weight onto the landing gear. Wheel brakes can only generate friction in proportion to the load on the tyres. A wing still producing lift at 150 knots is holding weight off the wheels, and the brakes have correspondingly little to work with. Without spoilers, the first seconds of the landing roll are the seconds in which braking is least effective, at exactly the speed where the most energy needs to be removed.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\"><strong>Thrust reversers<\/strong> matter less than the noise suggests. Their contribution is greatest at high speed and falls away quickly as the aircraft slows. More to the point, certified landing distances for a dry runway assume no credit for reverse thrust at all: the figures in the performance manual are achievable on brakes and spoilers alone. Reverse is margin, and it is genuinely valuable on wet or contaminated surfaces &mdash; but it is not what the numbers are built on.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Two cautions. &ldquo;No indication in the recorded data&rdquo; is a statement about what a specific set of parameters captured, and the investigation will establish what the systems physically did. And the sequence is not yet resolved: the brakes were released and go-around thrust applied at 00:15, which is precisely the window in which spoilers and reverse would normally be commanded. The relationship between those events is exactly what the NTSB has not yet published, and it should not be assumed.<\/p>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/k6T7jnTDp8Q\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">The NTSB&rsquo;s second on-scene media briefing, held on 8 September, covers the scope of the investigation and the groups formed to work it &mdash; human performance, aircraft systems, power plants, air traffic control, aircraft performance, structures, meteorology and airport survival factors.<\/p>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The crew, the operator, and the questions still open<\/h2>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Both pilots survived and were interviewed by investigators on 9 September. Per figures released by the NTSB and reported by aeroTELEGRAPH, the 55-year-old captain held 7,145 flight hours and had obtained his Boeing 767 type rating in May 2026; the 37-year-old first officer held 2,655 hours and had been type-rated since April 2025. The agency has not said which of them was the pilot flying, nor which one raised the speed.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">The flight was the aircraft&rsquo;s third sector of the day: Cincinnati to Miami, Miami to San Juan, then San Juan back to Miami. The airframe was built in 1994, delivered new to the Belgian carrier Sobelair, and converted to a freighter in 2016.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Separately from the recorder data, <em>FLYING<\/em> magazine has reported that former 21 Air employees have raised concerns about the operator&rsquo;s safety culture, describing allegedly lax procedures, deferred maintenance and discouragement from reporting problems. That is reporting, not a finding. The sources are former employees, some unnamed; NTSB Chair Jennifer Homendy said at the 8 September briefing that she did not know anything about such reports, and the agency has since invited anyone with relevant information to come forward. <strong>The NTSB has not linked any of it to this accident.<\/strong> It is recorded here because it is part of the public record around the investigation, not because it explains anything that happened on Runway 30.<\/p>\r\n\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #1565c0;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7\"><em>&ldquo;This is an Amazon operation for transporting cargo, but it&rsquo;s actually contracted to 21 Air. We&rsquo;re going to want to see what that relationship is, who does what, what safety provisions might be in any sort of contracts or any sort of policies.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Jennifer Homendy<\/strong> &mdash; Chair, NTSB, on the Amazon and 21 Air relationship<\/div><\/div>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Two further threads are open. The aircraft travelled about 1,300 feet &mdash; roughly 400 metres &mdash; past the paved surface, Homendy said at the 7 September briefing. Investigators are examining whether an Engineered Materials Arresting System should have been installed at the end of Runway 30 and whether it would have changed the outcome; we looked at what EMAS is and why Miami does not have one in a <a href=\"https:\/\/migflug.com\/afterburner\/emas-arrestor-bed-miami-international-airport-2026\/\">separate explainer<\/a>. And Homendy noted that the NTSB has investigated more than 3,000 runway excursions since 2008 &mdash; a category of accident that is neither rare nor, in the agency&rsquo;s view, adequately addressed.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">What the recorders have done is move the centre of gravity of this investigation into the cockpit. They establish that speed was a topic before touchdown, that the automated systems alerted, that the aircraft arrived fast and long, and that a go-around was called and then reversed. They do not establish why any of that happened. The human performance group will spend months on that question, and the answer is likely to involve more than two people and one afternoon.<\/p>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/2W4o1gmxx48\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">NTSB b-roll from the site, released on 8 September. Five people died here, and the investigation that follows is the only mechanism the system has for making the next approach into Miami safer than this one was.<\/p>\r\n\r\n\r\n\r\n<style>.mfq{margin:34px 0 8px}.mfq h2{font:26px\/1.3 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117;padding-top:22px;margin:0 0 6px}.mfq .qa details{border-top:1px solid #5C91FF;margin:0;padding:0}.mfq .qa details:last-of-type{border-bottom:1px solid #e2e7ee}.mfq .qa summary{cursor:pointer;list-style:none;display:flex;justify-content:space-between;align-items:center;gap:16px;padding:22px 26px;font:18px\/1.7 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117}.mfq .qa summary::-webkit-details-marker{display:none}.mfq .qa summary::after{content:\"+\";font:24px Helvetica,sans-serif;color:#3568e0;flex:0 0 auto}.mfq .qa details[open] summary::after{content:\"\\2013\"}.mfq .qa details:hover summary{color:#3568e0}.mfq .qa .a{font:16px\/1.7 \"Gilroy regular\",Helvetica,Arial,sans-serif;color:#454e5e;padding:0 26px 24px}.mfq .qa .a a{color:#3568e0}@media(max-width:680px){.mfq .qa summary{padding:18px 14px;font-size:17px}.mfq .qa .a{padding:0 14px 20px}}<\/style>\r\n\r\n\r\n<section class=\"mfq\"><h2>Frequently Asked Questions<\/h2><div class=\"qa\"><details open><summary>Has the NTSB determined the cause of the 21 Air Boeing 767 crash at Miami?<\/summary><div class=\"a\">No. The NTSB released preliminary cockpit voice recorder and flight data recorder information on 9 September 2026 and explicitly labelled it &ldquo;preliminary and subject to change&rdquo;. The agency does not determine probable cause on scene. A preliminary report is expected in late September or October 2026, and a final report with findings and probable cause will take considerably longer. The recorder data is factual material, not a conclusion about why the accident happened.<\/div><\/details><details><summary>How fast was the 21 Air Boeing 767 when it touched down at Miami?<\/summary><div class=\"a\">The flight data recorder shows the nose gear and right main gear touched down at a groundspeed of 158 knots, about 293 km\/h. Brakes were applied seven seconds later at 146 knots, and the left main gear touched down eleven seconds after the right at 134 knots. All speeds published by the NTSB are groundspeeds in knots taken from the FDR, not indicated airspeeds and not miles per hour.<\/div><\/details><details><summary>How many automated warnings did the 21 Air 767 crew receive before touchdown?<\/summary><div class=\"a\">Seven, spanning 25 seconds. The cockpit voice recorder captured two &ldquo;sink rate sink rate&rdquo; alerts, at 1 minute 4 seconds and 57 seconds before the end of the recording, and five &ldquo;too low terrain&rdquo; alerts &mdash; four annunciated together at 48 seconds and one more at 39 seconds. The other electronic callouts in the NTSB timeline (&ldquo;one thousand&rdquo;, &ldquo;five hundred&rdquo;, &ldquo;minimums&rdquo;, &ldquo;forty&rdquo;, &ldquo;ten&rdquo;) are routine approach and radio-altimeter annunciations, not warnings.<\/div><\/details><details><summary>Did the pilots of 21 Air Flight 7598 try to go around?<\/summary><div class=\"a\">Yes, after the aircraft was already on the runway. The CVR records a pilot calling for a go-around 15 seconds before the end of the recording. The FDR shows the brakes being released at a groundspeed of 120 knots and the throttles advanced to a value consistent with go-around thrust, then, four seconds later, the throttles returned to idle and the brakes re-applied at 117 knots. The NTSB has not said why the go-around was commanded or why it was reversed.<\/div><\/details><details><summary>Were the spoilers and thrust reversers used on the 21 Air 767?<\/summary><div class=\"a\">The NTSB states there was no indication in the recorded data that speed brakes or thrust reversers were deployed. Ground spoilers are the more significant of the two: they destroy wing lift and transfer the aircraft&rsquo;s weight onto the wheels, which is what allows the brakes to work. Certified landing distances on a dry runway assume no credit for reverse thrust at all. What the systems physically did, and why, remains part of the open investigation.<\/div><\/details><details><summary>How many people died in the 21 Air Flight 7598 accident, and who were they?<\/summary><div class=\"a\">Five people were killed, all of them on the ground. The Boeing 767 overran Runway 30, struck navigational equipment and a van carrying seven workers on an airport perimeter road, went through fencing and struck an SUV on Northwest 67th Avenue before coming to rest and catching fire. Both pilots &mdash; the only people aboard the freighter &mdash; survived with injuries and were interviewed by investigators on 9 September 2026.<\/div><\/details><details><summary>What aircraft was involved in the 21 Air Miami runway overrun?<\/summary><div class=\"a\">A Boeing 767-33A(ER)(BDSF) freighter registered N1997A, operated by 21 Air LLC on behalf of Amazon Air as Flight 7598 from San Juan, Puerto Rico to Miami. It was built in 1994, delivered new to the Belgian carrier Sobelair, converted to a freighter in 2016, and powered by two General Electric CF6-80C2B6F engines. The accident on 6 September 2026 was the aircraft&rsquo;s third sector of the day.<\/div><\/details><\/div><\/section>\r\n\r\n\r\n\r\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"Has the NTSB determined the cause of the 21 Air Boeing 767 crash at Miami?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"No. The NTSB released preliminary cockpit voice recorder and flight data recorder information on 9 September 2026 and explicitly labelled it \\\"preliminary and subject to change\\\". The agency does not determine probable cause on scene. A preliminary report is expected in late September or October 2026, and a final report with findings and probable cause will take considerably longer. The recorder data is factual material, not a conclusion about why the accident happened.\"}},{\"@type\":\"Question\",\"name\":\"How fast was the 21 Air Boeing 767 when it touched down at Miami?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The flight data recorder shows the nose gear and right main gear touched down at a groundspeed of 158 knots, about 293 km\/h. Brakes were applied seven seconds later at 146 knots, and the left main gear touched down eleven seconds after the right at 134 knots. All speeds published by the NTSB are groundspeeds in knots taken from the FDR, not indicated airspeeds and not miles per hour.\"}},{\"@type\":\"Question\",\"name\":\"How many automated warnings did the 21 Air 767 crew receive before touchdown?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Seven, spanning 25 seconds. The cockpit voice recorder captured two \\\"sink rate sink rate\\\" alerts, at 1 minute 4 seconds and 57 seconds before the end of the recording, and five \\\"too low terrain\\\" alerts \u2014 four annunciated together at 48 seconds and one more at 39 seconds. The other electronic callouts in the NTSB timeline (\\\"one thousand\\\", \\\"five hundred\\\", \\\"minimums\\\", \\\"forty\\\", \\\"ten\\\") are routine approach and radio-altimeter annunciations, not warnings.\"}},{\"@type\":\"Question\",\"name\":\"Did the pilots of 21 Air Flight 7598 try to go around?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Yes, after the aircraft was already on the runway. The CVR records a pilot calling for a go-around 15 seconds before the end of the recording. The FDR shows the brakes being released at a groundspeed of 120 knots and the throttles advanced to a value consistent with go-around thrust, then, four seconds later, the throttles returned to idle and the brakes re-applied at 117 knots. The NTSB has not said why the go-around was commanded or why it was reversed.\"}},{\"@type\":\"Question\",\"name\":\"Were the spoilers and thrust reversers used on the 21 Air 767?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The NTSB states there was no indication in the recorded data that speed brakes or thrust reversers were deployed. Ground spoilers are the more significant of the two: they destroy wing lift and transfer the aircraft\u2019s weight onto the wheels, which is what allows the brakes to work. Certified landing distances on a dry runway assume no credit for reverse thrust at all. What the systems physically did, and why, remains part of the open investigation.\"}},{\"@type\":\"Question\",\"name\":\"How many people died in the 21 Air Flight 7598 accident, and who were they?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Five people were killed, all of them on the ground. The Boeing 767 overran Runway 30, struck navigational equipment and a van carrying seven workers on an airport perimeter road, went through fencing and struck an SUV on Northwest 67th Avenue before coming to rest and catching fire. Both pilots \u2014 the only people aboard the freighter \u2014 survived with injuries and were interviewed by investigators on 9 September 2026.\"}},{\"@type\":\"Question\",\"name\":\"What aircraft was involved in the 21 Air Miami runway overrun?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"A Boeing 767-33A(ER)(BDSF) freighter registered N1997A, operated by 21 Air LLC on behalf of Amazon Air as Flight 7598 from San Juan, Puerto Rico to Miami. It was built in 1994, delivered new to the Belgian carrier Sobelair, converted to a freighter in 2016, and powered by two General Electric CF6-80C2B6F engines. The accident on 6 September 2026 was the aircraft\u2019s third sector of the day.\"}}]}<\/script><p class=\"wp-block-paragraph\"><em>Sources: NTSB investigative update and accident investigation page DCA26MA352 (9 September 2026); NTSB on-scene media briefings, 7 and 8 September 2026; CBS News Miami; FLYING; aeroTELEGRAPH; Associated Press.<\/em><\/p>\r\n\r\n\r\n\r\n<div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px\">\r\n<p style=\"margin:0 0 8px;font-weight:600;color:#333\">Related Posts<\/p>\r\n<p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/amazon-21-air-boeing-767-runway-overrun-miami-2026\/\">Amazon 767 Overruns the Runway at Miami and Catches Fire<\/a><\/p>\r\n<p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/emas-arrestor-bed-miami-international-airport-2026\/\">EMAS Explained: Why Miami International Has No Arrestor Bed<\/a><\/p>\r\n<\/div>\r\n\r\n","protected":false},"excerpt":{"rendered":"<p>Preliminary NTSB cockpit voice and flight data recorder information from the 6 September runway overrun at Miami: seven automated warnings, touchdown at 158 knots groundspeed, and a go-around reversed after four seconds.<\/p>","protected":false},"author":23,"featured_media":21660343,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[665,670],"tags":[],"class_list":["post-21661628","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviation-world","category-news"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.4 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>NTSB Data: 21 Air Boeing 767 Miami Overrun | MiGFlug<\/title>\n<meta name=\"description\" content=\"NTSB preliminary CVR and FDR data on the 21 Air Boeing 767 Miami 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