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Five people were killed when an Amazon Prime Air-branded Boeing 767-300F freighter overran a runway at 
Miami International Airport (MIA) on September 6, but the newly released preliminary report from the National Transportation Safety Board (NTSB) provides the clearest reconstruction yet of how the accident unfolded. Flight 7598, operated by 21 Air on behalf of Amazon, arrived fast, touched down thousands of feet into the runway, and was still traveling at more than 110 knots when it reached the pavement’s end.
The data contained within the preliminary report paints an extraordinary picture of the final seconds. The crew repeatedly discussed excessive speed during the approach, the 767 crossed the threshold at 177 knots, and a go-around was ultimately initiated with only about 930 feet (283 m) of runway remaining, before being abandoned seconds later. The NTSB has not determined a probable cause, and its findings remain preliminary.
The Boeing 767 Was Too Fast Before It Even Reached The Runway
The warning signs ahead of the incident were already building well before touchdown. About one minute and 42 seconds before the cockpit voice recorder stopped, the crew selected flaps 20, and one pilot cautioned that the aircraft was too fast. Further comments about excessive speed followed, with the NTSB noting that they did not always receive a verbal response. The autopilot was disconnected roughly 23 seconds later, and the approach was then punctuated by automated “sink rate” and repeated “too low terrain” alerts. Flaps 30 were not called for until around 41 seconds before the recording ended.
At the time that Flight 7598 crossed Runway 30’s displaced threshold, the 767 was still about 105 feet (32 m) above ground level and traveling at a ground speed of 177 knots. A conventional landing profile would normally put an aircraft at roughly 50 feet (15 m) over the threshold, while a Boeing 767-300’s Flaps 30 approach speed would typically be around 135–150 knots indicated, depending on weight and wind. Flight 7598 was therefore arriving both higher and faster than a normal landing profile, and the preliminary report characterizes the situation as follows:
“By the time Flight 7598 crossed the threshold, speed concerns and automated warnings had been building for more than a minute, yet the 767 was still carrying substantial energy into a runway where thousands of feet would disappear before the landing was fully established.”
The height is particularly notable, as FAA landing-performance guidance assumes a 50-foot threshold crossing height, and explicitly warns that an additional 50 feet of height can add roughly 1,000 feet (305 m) to the landing distance. That is particularly notable because although Runway 12/30 at MIA is physically 9,360 feet (2,853 m) long, it has a displaced threshold and a declared landing distance available of only 7,913 feet (2,412 m). The aircraft simply couldn’t afford to lose so much landing space, especially when traveling 25–30 knots faster than a conventional landing profile.
Too Long: The 767 Touched Down With Thousands Of Feet Already Gone
Earlier reporting on the accident had already highlighted the unusually extended touchdown sequence. This is confirmed by the flight data recorder, which indicates that the nose and right main landing gear initially registered touchdown at around 158 knots, while the left main gear did not register touchdown until the aircraft had slowed to about 134 knots. Wheel braking began at 146 knots. Crucially, the NTSB found no recorded indication that the speed brakes deployed or that either engine’s thrust reverser was used during the landing roll.
Event | Speed | Landing Distance Remaining |
|---|---|---|
Crossed Runway 30 threshold | 177 knots | 7,913 ft (2,412 m) LDA |
Touchdown sequence began about 3,750 ft (1,143 m) past threshold | 160 knots | 4,163 ft (1,269 m) |
Wheel brakes applied | 146 knots | 2,750 ft (838 m) |
Brakes released/go-around thrust selected | 120 knots | 930 ft (283 m) |
Throttles returned to idle/brakes reapplied | 117 knots | 415 ft (126 m) |
Crossed runway end | 113 knots | 0 ft (0 m) |
Sources: NTSB preliminary report and published runway data.
Then came perhaps the most striking part of the sequence. A pilot called for a go-around, and at approximately 120 knots, the brakes were released, and both throttles advanced to settings consistent with go-around thrust. Only about 930 feet (283 m) of runway remained. Around four seconds later, with the aircraft still traveling at 117 knots and with just 415 feet (126 m) of runway remaining, the throttles were returned to idle, and braking resumed.
The 767 ultimately crossed the end of the pavement at approximately 113 knots. It struck localizer and approach-lighting equipment before continuing beyond the airport perimeter and colliding with ground vehicles. Five people on the ground were killed, and another three were seriously injured; both pilots escaped with minor injuries. The wreckage was subsequently removed, and the affected runway reopened nine days later following inspections and repairs.
The Crew, The Missing Wind Call, And The Questions Still Unanswered
CBS News reports that the captain, who was flying the aircraft, reported 7,267 total flight hours, but only approximately 150 hours on the Boeing 767. He joined 21 Air in April 2026, and received his 767 type rating the following month. The first officer had around 2,800 total hours, and had been with the airline since February 2025. Flight 7598 was reportedly the first day the two pilots had flown together. None of those details have yet been identified by the NTSB as a cause of the accident.
Investigators are also examining the weather and air traffic control handling. Around the time of the crash, winds were reported from 190 degrees at 17 knots, gusting to 26 knots, producing a tailwind component for Runway 30. Reuters reported that the controller did not provide Flight 7598 with wind information during its landing clearance, despite FAA procedures requiring controllers to give wind direction and velocity when a tailwind component exists. The preliminary report does not conclude that this omission caused or contributed to the crash.
Much therefore remains unanswered: why the crew continued an approach after repeated comments about excessive speed, why touchdown occurred so far beyond the threshold, why the speed brakes and thrust reversers were not deployed, and why the attempted go-around was abandoned almost immediately. Amazon Prime Air stopped using 21 Air following the accident, while the NTSB’s broader investigation continues with the aircraft, crew actions, operations and other factors still under examination. The final report and probable-cause determination are likely to take considerably longer.
