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Key Takeaways

• The flight data suggests that the pilots briefly attempted to abandon the landing after touchdown.
• Investigators found no recorded deployment of speed brakes or thrust reversers.
• The crash killed five people, and investigators have not determined its cause.

By Samuel López | USA Herald

FLORIDA - An Amazon Prime Air cargo jet’s final recorded seconds show a shift from landing to apparent efforts to take off again, followed by renewed braking, according to findings the National Transportation Safety Board disclosed Tuesday, September 8.

The Boeing 767, operated by 21 Air, overran a runway at Miami International Airport on Sunday, September 6, striking two vehicles. Five people died and five were injured. All five fatalities were occupants of a van, according to authorities. Both pilots survived and were released from the hospital.

The recorder findings help reconstruct what the aircraft did. They do not yet explain why the crew made those decisions.

What happened in the final seconds

The NTSB’s account describes an uneven touchdown followed by changes in braking and engine-power settings.

With 30 seconds remaining in the flight data recording, the nose landing gear and right main landing gear contacted the runway at 158 knots, approximately 182 mph.

The left main landing gear touched down 11 seconds later, with the aircraft traveling at 134 knots, approximately 154 mph.

A few seconds afterward, the brakes were released and the throttle settings increased to levels consistent with go-around thrust. In plain terms, the settings suggested an attempt to abandon the landing and get the aircraft airborne again.

That apparent attempt was short-lived. With 11 seconds remaining in the recording, the throttles returned to idle and the brakes were reapplied. The final recorded ground speed was 65 knots, approximately 75 mph. That figure describes the end of the recording; it should not automatically be treated as the speed at which the aircraft struck either vehicle.

Why the stopping systems matter

Investigators found no indication in the recorded data that speed brakes or thrust reversers deployed.

These systems help a large jet slow down after landing. Wing spoilers, used as speed brakes, reduce lift and put more weight on the landing gear, helping the wheel brakes work more effectively. Thrust reversers redirect engine airflow to help oppose the aircraft’s forward movement. FAA Airplane Flying Handbook

Wheel braking was recorded. The unanswered question concerns the absence of those additional stopping aids and the sequence of crew inputs.

The information released so far does not establish whether equipment problems, crew actions or other circumstances explain that absence.

Pilot interviews and cockpit audio come next

NTSB Chair Jennifer Homendy said investigators planned to interview both pilots Wednesday and then release details from the cockpit voice recorder. Those conversations could help explain the thinking behind the recorded changes.

The captain, 55, had 7,145 total flight hours and received his Boeing 767 type rating in May. The first officer, 37, had 2,655 hours and received his 767 type rating in April 2025. Those totals should not be confused with hours flown specifically in the 767. AeroTime

The aircraft was completing its third flight of the day. It had traveled from Cincinnati to Miami, then to San Juan, Puerto Rico, before returning to Miami, where the accident occurred at 1:53 p.m. EDT.

Homendy was leading 32 investigators at the airport. She said one of two runways closed after the accident could be released for eastbound departures late Tuesday.

For the victims’ families, the central question remains why the aircraft failed to stop safely. The NTSB’s investigation seeks the probable cause and ways to prevent another crash. It does not determine civil liability or legal blame. Federal investigation rules

About the Author

Samuel López has reported for USA Herald since 2022. A senior legal analyst, investigative journalist and legal researcher, he brings more than two decades of experience in the legal and insurance sectors to reporting on litigation and complex legal matters.

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