A 21 Air Boeing 767-300 freighter on behalf of Amazon Prime, registration N1997A performing flight 2I-7598 from San Juan (Puerto Rico) to Miami,FL (USA) with 2 crew, landed on Miami's runway 30 at 13:53L (17:53Z) but overran the end of the runway, crossed a highway hitting a van occupied by 7 people, a Toyota SUV about 1300 feet past the paved surface and came to a stop about 460 meters/1500 feet past the end of the runway in a parking lot, a fire erupted. Emergency services were able to put the fire out. There were 5 fatalities and 5 injured people, thereof 3 with critical injuries. The aircraft sustained substantial damage, including the fracture of the right hand wing.
The airport reported a ground stop has been issued.
Miami Dade Fire services reported they arrived at the scene to find an aircraft that had caught fire with heavy flames and smoke as result of the crash. The aircraft had struck multiple vehicles as it crossed the road.
Miami Dade Sheriffs Office told in a press conference, that 5 people were killed, 5 people received injuries, three of them critical injuries.
ATC Recordings show routine communication on tower frequency for landing clearance, the aircraft is not heard thereafter until tower stated "Runway 30 is closed".
The FAA reported: "21 Air Flight 7598 overran the runway after landing at Miami International Airport around 2 p.m. local time on Sunday, Sept. 6. The Boeing 767-300 cargo aircraft departed from Luis Muñoz Marín International Airport in San Juan, Puerto Rico. The FAA will investigate."
The NTSB launched a go-team to investigate the accident. A media briefing is expected in the evening of Sep 7th 2026.
According to ADS-B data the aircraft touched down 4000 feet (1130 meters) past the (displaced) runway threshold with about 4500 feet (1380 meters) of runway remaining at 160 knots over ground. The aircraft crossed the runway end at about 112 knots over ground.
In a media briefing on Sep 7th 2026 the NTSB reported that the aircraft carried 2 crew, went past the runway, hit a van occupied by 7 people, which was torn apart, and a Toyota SUV travelling northwards before breaking through another fence and coming to a stop at a parking lot. The flight data and cockpit voice recorders were recovered. The investigation team consists of 32 people. The NTSB does not comment on the status of the flight crew. Responding to a question the NTSB Chair said they will have to interview the flight crew to find out why the crew did not go around, no interviews have been conducted yet.
In a media briefing on Sep 8th 2026 the NTSB reported that interviews with the chief pilot of 21 Air and the two pilots of the aircraft are scheduled for Sep 9th 2026 at 9am local time. The captain (55) with 7,145 hours total received his type rating on the 767 in May 2026. The first officer (37), 2,655 hours total, received his type rating on the 767 in April 2025. The cockpit voice recorder contained more than 2 hours of good quality audio, the FDR contained about 55 hours of good data with 400+ parameters. According to the FDR 30 seeconds before the end of the recording the nose and right main landing gear touched down at 158 KIAS. 23 seconds prior to end of recording brakes were applied at 146 KIAS. 19 seconds prior to end of recording the left main gear touched down at 134 KIAS, 15 seconds prior to end the brakes were released at 120 KIAS and throttles were increased consistent with go around thrust, 11 seconds before end of recording the thrust levers were reduced to idle again, brakes were reapplied at 117 KIAS, 7 seconds before end of recording lateral, longitudinal and vertical accelerations changed, ground speed was 96 knots at that point, final ground speed was 65 knots. There is no indication in the FDR that speed brakes or thrust reversers were deployed. The takeoff weight was 252,182 lbs, the planned landing weight was 231,236 lbs, the cargo (mainly contact lenses) weighed 32,222 lbs.
On Sep 10th 2026 the NTSB released an update with an excerpt of the CVR:
Approximate Time to End of CVR Recording (mm:ss) Observation
06:02 A pilot called for flaps to be set to 1 degree.
04:18 The flight crew checked in with Miami tower and were cleared to land on runway 30.
02:53 A pilot called for flaps to be set to 5 degrees.
02:37 The flight crew lowered the landing gear.
02:14 A pilot called for flaps to be set to 15 degrees.
01:42 A pilot called for flaps to be set to 20 degrees, and the other pilot cautioned they were too fast. The other pilot made additional comments regarding the aircrafts excessive speed throughout the remainder of the recording. There was not a consistent verbal response to the comments about speed.
01:23 Sounds consistent with autopilot disconnect.
01:12 Electronic one thousand callout.
01:04 Electronic sink rate sink rate callout.
00:58 Electronic five hundred callout.
00:57 Electronic sink rate sink rate callout.
00:54 Electronic one hundred callout.
00:50 Electronic minimums callout.
00:48 Electronic too low terrain callout. Annunciated four times.
00:41 A pilot called for flaps to be set to 30 degrees.
00:40 Electronic forty callout.
00:39 Electronic too low terrain callout.
00:36 Electronic ten callout.
00:31 Sounds similar to the aircraft touching down.
00:15 A pilot called for a go-around.
00:10 Sounds similar to the aircraft departing the paved surface.
00:00 The CVR recording ended.
Excerpt of the FDR:
Approximate Time to End of FDR Recording (mm:ss) Observation
00:30 The nose and right main gear touched down at a groundspeed of 158 knots.
00:23 The brakes were applied at a groundspeed of 146 knots.
00:19 The left main gear touched down at a groundspeed of 134
knots.
00:15 Brakes were released at a groundspeed of 120 knots and throttles were increased to a value consistent with go-around thrust.
00:11 The throttles were reduced to idle power and the brakes were re-applied. The groundspeed was 117 knots. The throttles remained at idle, and brakes remained applied until the end of the recording.
00:07 Recorded lateral, longitudinal, and vertical acceleration values
changed markedly; the FDR data indicated a groundspeed of 96 knots.
00:00 The FDR recording ended. The final recorded groundspeed was 65 knots. There was no indication in the recorded data that speed brakes or thrust reversers were deployed.
On Oct 1st 2026 the NTSB released their preliminary report summarizing the sequence of events:
Flight 7598 departed SJU about 1124 EDT and was scheduled to arrive into MIA about 1428 EDT. For flight 7598, the captain was the pilot flying and the FO was the pilot monitoring. Flight 7598 was cleared for landing on runway 30 from MIA airport traffic control tower (ATCT)/terminal radar approach control (TRACON) about 1349 EDT when the airplane was about 12 nautical miles from the runway 30 displaced threshold. According to Automatic Dependent Surveillance-Broadcast (ADS-B) Out and FDR data, flight 7598 was about 105 ft above ground level (agl) at a groundspeed of 177 kts as it crossed the threshold of runway 30.
The accident airplane touched down about 3,750 ft past the threshold at a groundspeed of 160 kts. The airplane continued down runway 30, crossed the departure end of the runway at 113 kts, impacted the localizer and the Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR) at the northwest end of the runway at about 100kts, and departed the paved surface and onto the grass (see figure 1). The distance between the end of the paved surface to the location the accident airplane came to rest was about 1,200 ft.
The last recorded groundspeed on the FDR was 65 kts, reached shortly after the accident airplane impacted an airport perimeter fence and traversed a public road (NW 67th Avenue).
Prior to impacting the airport perimeter fence, the accident airplane impacted a Ford Econoline passenger van traveling on an airport perimeter road parallel to the perimeter fenceline. Of the seven occupants in the passenger van, five sustained fatal injuries and two sustained serious injuries. While traversing NW 67th avenue, the accident airplane impacted a Toyota Corolla Cross sport utility vehicle (SUV). The sole occupant in the SUV sustained serious injuries.
The accident airplane impacted a chain link fence surrounding a parking lot and came to rest about 1,200 ft from the paved surface of runway 12/30. The captain egressed the airplane out of door 1L and the FO egressed out of the right cockpit window. About 1353 EDT, MIA ATCT/TRACON activated the alert phone in response to the accident. Miami-Dade Fire Rescue at MIA responded with 5 Aircraft Rescue and Fire Fighting (ARFF) units, with additional mutual aid resources dispatched following the initial response.
https://flightaware.com/live/flight/CSB7598/history/20260906/1540Z/TJSJ/KMIA
Related NOTAMs:
MIA 09/106 MIA RWY 30 PAPI U/S 2609061954-2609142000EST
MIA 09/107 MIA RWY 12 ALS U/S 2609061956-2609112000EST
MIA 09/108 MIA RWY 30 CLSD 2609061959-2609072000
MIA 09/109 MIA RWY 26L CLSD 2609062000-2609072000
Metars:
KMIA 061925Z 04010KT 10SM FEW020 FEW070 SCT170 BKN250 28/22 A2991 RMK AO2 TSE25 TS DSIPTD CB DSNT N-NE T02780222 $=
KMIA 061853Z 00000KT 10SM TS SCT025CB SCT070 SCT170 BKN250 29/24 A2993 RMK AO2 SLP136 OCNL LTGICCG NW-NE TS NW-NE MOV E T02940239 $=
KMIA 061813Z 20012G17KT 10SM TS SCT025CB BKN048 BKN100 BKN250 30/23 A2992 RMK AO2 OCNL LTGICCG NE-SE TS NE-SE MOV E T03000228 $=
KMIA 061753Z 19017G26KT 10SM TS SCT020CB BKN048 BKN150 BKN250 30/22 A2994 RMK AO2 PK WND 18026/1752 WSHFT 1737 SLP137 TSB12 OCNL LTGICCG E-S TS E-S MOV E CB DSNT NW T03000222 10333 20261 55003 $=
KMIA 061713Z VRB03KT 10SM TS SCT030CB BKN050 BKN250 32/22 A2992 RMK AO2 TSB12 OCNL LTGICCG S TS S MOV E T03220222 $=
KMIA 061653Z 26005KT 10SM SCT030CB SCT039 BKN250 32/23 A2991 RMK AO2 SLP130 CB S-SW MOV E TCU W T03220228 $=
KMIA 061553Z VRB05KT 10SM SCT029 SCT200 BKN250 32/24 A2994 RMK AO2 SLP138 CB DSNT ALQDS T03170239 $=
KMIA 061453Z 26005KT 10SM FEW030 SCT200 SCT250 31/24 A2995 RMK AO2 SLP141 CB DSNT ALQDS T03110244 51005 $=
KMIA 061353Z 00000KT 10SM FEW025 FEW200 SCT250 29/24 A2995 RMK AO2 SLP140 CB DSNT ALQDS T02940244 $=
KMIA 061253Z 00000KT 10SM FEW025 BKN250 27/24 A2994 RMK AO2 SLP139 CB DSNT SE T02720244 $=
KMIA 061153Z COR 00000KT 10SM FEW025 BKN230 26/24 A2993 RMK AO2 SLP136 70051 T02610244 10261 20244 53021 $=
More detailed KMIA Station Info:
KMIA 061813Z 20012G17KT 10SM TS SCT025CB BKN048 BKN100 BKN250 30/23 A2992 RMK AO2 OCNL LTGICCG NE-SE TS NE-SE MOV E T03000228
KMIA 061810Z AUTO 19012G17KT 10SM SCT025 BKN048 BKN100 29/23 A2992
KMIA 061805Z AUTO 15008KT 10SM SCT025 BKN048 BKN100 29/23 A2993
KMIA 061800Z AUTO 18012KT 10SM SCT025 BKN048 BKN100 29/23 A2993
KMIA 061755Z AUTO 19010KT 10SM FEW048 SCT060 BKN110 29/23 A2994
KMIA 061753Z 19017G26KT 10SM TS SCT020CB BKN048 BKN150 BKN250 30/22 A2994 RMK AO2 PK WND 18026/1752 WSHFT 1737 SLP137 TSB12 OCNL LTGICCG E-S TS E-S MOV E CB DSNT NW T03000222 10333 20261 55003
KMIA 061750Z AUTO 19016G24KT 10SM SCT030 BKN048 31/22 A2994
KMIA 061745Z AUTO 19015KT 10SM SCT030 BKN050 32/23 A2993
KMIA 061740Z AUTO 19011KT 10SM SCT030 BKN050 32/23 A2993
KMIA 061735Z AUTO 21009KT 10SM SCT030 BKN050 33/22 A2992
KMIA 061730Z AUTO 28008KT 10SM SCT030 BKN050 32/22 A2992
Ground observer video of touchdown (Video: Runway_Report12):
https://www.youtube.com/watch?v=2D0ZpZm5JkM
NTSB B-Roll of accident site (Video: NTSB):
https://www.youtube.com/watch?v=2W4o1gmxx48
Map (Graphics: AVH/Google Earth):
The airport reported a ground stop has been issued.
Miami Dade Fire services reported they arrived at the scene to find an aircraft that had caught fire with heavy flames and smoke as result of the crash. The aircraft had struck multiple vehicles as it crossed the road.
Miami Dade Sheriffs Office told in a press conference, that 5 people were killed, 5 people received injuries, three of them critical injuries.
ATC Recordings show routine communication on tower frequency for landing clearance, the aircraft is not heard thereafter until tower stated "Runway 30 is closed".
The FAA reported: "21 Air Flight 7598 overran the runway after landing at Miami International Airport around 2 p.m. local time on Sunday, Sept. 6. The Boeing 767-300 cargo aircraft departed from Luis Muñoz Marín International Airport in San Juan, Puerto Rico. The FAA will investigate."
The NTSB launched a go-team to investigate the accident. A media briefing is expected in the evening of Sep 7th 2026.
According to ADS-B data the aircraft touched down 4000 feet (1130 meters) past the (displaced) runway threshold with about 4500 feet (1380 meters) of runway remaining at 160 knots over ground. The aircraft crossed the runway end at about 112 knots over ground.
In a media briefing on Sep 7th 2026 the NTSB reported that the aircraft carried 2 crew, went past the runway, hit a van occupied by 7 people, which was torn apart, and a Toyota SUV travelling northwards before breaking through another fence and coming to a stop at a parking lot. The flight data and cockpit voice recorders were recovered. The investigation team consists of 32 people. The NTSB does not comment on the status of the flight crew. Responding to a question the NTSB Chair said they will have to interview the flight crew to find out why the crew did not go around, no interviews have been conducted yet.
In a media briefing on Sep 8th 2026 the NTSB reported that interviews with the chief pilot of 21 Air and the two pilots of the aircraft are scheduled for Sep 9th 2026 at 9am local time. The captain (55) with 7,145 hours total received his type rating on the 767 in May 2026. The first officer (37), 2,655 hours total, received his type rating on the 767 in April 2025. The cockpit voice recorder contained more than 2 hours of good quality audio, the FDR contained about 55 hours of good data with 400+ parameters. According to the FDR 30 seeconds before the end of the recording the nose and right main landing gear touched down at 158 KIAS. 23 seconds prior to end of recording brakes were applied at 146 KIAS. 19 seconds prior to end of recording the left main gear touched down at 134 KIAS, 15 seconds prior to end the brakes were released at 120 KIAS and throttles were increased consistent with go around thrust, 11 seconds before end of recording the thrust levers were reduced to idle again, brakes were reapplied at 117 KIAS, 7 seconds before end of recording lateral, longitudinal and vertical accelerations changed, ground speed was 96 knots at that point, final ground speed was 65 knots. There is no indication in the FDR that speed brakes or thrust reversers were deployed. The takeoff weight was 252,182 lbs, the planned landing weight was 231,236 lbs, the cargo (mainly contact lenses) weighed 32,222 lbs.
On Sep 10th 2026 the NTSB released an update with an excerpt of the CVR:
Approximate Time to End of CVR Recording (mm:ss) Observation
06:02 A pilot called for flaps to be set to 1 degree.
04:18 The flight crew checked in with Miami tower and were cleared to land on runway 30.
02:53 A pilot called for flaps to be set to 5 degrees.
02:37 The flight crew lowered the landing gear.
02:14 A pilot called for flaps to be set to 15 degrees.
01:42 A pilot called for flaps to be set to 20 degrees, and the other pilot cautioned they were too fast. The other pilot made additional comments regarding the aircrafts excessive speed throughout the remainder of the recording. There was not a consistent verbal response to the comments about speed.
01:23 Sounds consistent with autopilot disconnect.
01:12 Electronic one thousand callout.
01:04 Electronic sink rate sink rate callout.
00:58 Electronic five hundred callout.
00:57 Electronic sink rate sink rate callout.
00:54 Electronic one hundred callout.
00:50 Electronic minimums callout.
00:48 Electronic too low terrain callout. Annunciated four times.
00:41 A pilot called for flaps to be set to 30 degrees.
00:40 Electronic forty callout.
00:39 Electronic too low terrain callout.
00:36 Electronic ten callout.
00:31 Sounds similar to the aircraft touching down.
00:15 A pilot called for a go-around.
00:10 Sounds similar to the aircraft departing the paved surface.
00:00 The CVR recording ended.
Excerpt of the FDR:
Approximate Time to End of FDR Recording (mm:ss) Observation
00:30 The nose and right main gear touched down at a groundspeed of 158 knots.
00:23 The brakes were applied at a groundspeed of 146 knots.
00:19 The left main gear touched down at a groundspeed of 134
knots.
00:15 Brakes were released at a groundspeed of 120 knots and throttles were increased to a value consistent with go-around thrust.
00:11 The throttles were reduced to idle power and the brakes were re-applied. The groundspeed was 117 knots. The throttles remained at idle, and brakes remained applied until the end of the recording.
00:07 Recorded lateral, longitudinal, and vertical acceleration values
changed markedly; the FDR data indicated a groundspeed of 96 knots.
00:00 The FDR recording ended. The final recorded groundspeed was 65 knots. There was no indication in the recorded data that speed brakes or thrust reversers were deployed.
On Oct 1st 2026 the NTSB released their preliminary report summarizing the sequence of events:
Flight 7598 departed SJU about 1124 EDT and was scheduled to arrive into MIA about 1428 EDT. For flight 7598, the captain was the pilot flying and the FO was the pilot monitoring. Flight 7598 was cleared for landing on runway 30 from MIA airport traffic control tower (ATCT)/terminal radar approach control (TRACON) about 1349 EDT when the airplane was about 12 nautical miles from the runway 30 displaced threshold. According to Automatic Dependent Surveillance-Broadcast (ADS-B) Out and FDR data, flight 7598 was about 105 ft above ground level (agl) at a groundspeed of 177 kts as it crossed the threshold of runway 30.
The accident airplane touched down about 3,750 ft past the threshold at a groundspeed of 160 kts. The airplane continued down runway 30, crossed the departure end of the runway at 113 kts, impacted the localizer and the Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR) at the northwest end of the runway at about 100kts, and departed the paved surface and onto the grass (see figure 1). The distance between the end of the paved surface to the location the accident airplane came to rest was about 1,200 ft.
The last recorded groundspeed on the FDR was 65 kts, reached shortly after the accident airplane impacted an airport perimeter fence and traversed a public road (NW 67th Avenue).
Prior to impacting the airport perimeter fence, the accident airplane impacted a Ford Econoline passenger van traveling on an airport perimeter road parallel to the perimeter fenceline. Of the seven occupants in the passenger van, five sustained fatal injuries and two sustained serious injuries. While traversing NW 67th avenue, the accident airplane impacted a Toyota Corolla Cross sport utility vehicle (SUV). The sole occupant in the SUV sustained serious injuries.
The accident airplane impacted a chain link fence surrounding a parking lot and came to rest about 1,200 ft from the paved surface of runway 12/30. The captain egressed the airplane out of door 1L and the FO egressed out of the right cockpit window. About 1353 EDT, MIA ATCT/TRACON activated the alert phone in response to the accident. Miami-Dade Fire Rescue at MIA responded with 5 Aircraft Rescue and Fire Fighting (ARFF) units, with additional mutual aid resources dispatched following the initial response.
https://flightaware.com/live/flight/CSB7598/history/20260906/1540Z/TJSJ/KMIA
Related NOTAMs:
MIA 09/106 MIA RWY 30 PAPI U/S 2609061954-2609142000EST
MIA 09/107 MIA RWY 12 ALS U/S 2609061956-2609112000EST
MIA 09/108 MIA RWY 30 CLSD 2609061959-2609072000
MIA 09/109 MIA RWY 26L CLSD 2609062000-2609072000
Metars:
KMIA 061925Z 04010KT 10SM FEW020 FEW070 SCT170 BKN250 28/22 A2991 RMK AO2 TSE25 TS DSIPTD CB DSNT N-NE T02780222 $=
KMIA 061853Z 00000KT 10SM TS SCT025CB SCT070 SCT170 BKN250 29/24 A2993 RMK AO2 SLP136 OCNL LTGICCG NW-NE TS NW-NE MOV E T02940239 $=
KMIA 061813Z 20012G17KT 10SM TS SCT025CB BKN048 BKN100 BKN250 30/23 A2992 RMK AO2 OCNL LTGICCG NE-SE TS NE-SE MOV E T03000228 $=
KMIA 061753Z 19017G26KT 10SM TS SCT020CB BKN048 BKN150 BKN250 30/22 A2994 RMK AO2 PK WND 18026/1752 WSHFT 1737 SLP137 TSB12 OCNL LTGICCG E-S TS E-S MOV E CB DSNT NW T03000222 10333 20261 55003 $=
KMIA 061713Z VRB03KT 10SM TS SCT030CB BKN050 BKN250 32/22 A2992 RMK AO2 TSB12 OCNL LTGICCG S TS S MOV E T03220222 $=
KMIA 061653Z 26005KT 10SM SCT030CB SCT039 BKN250 32/23 A2991 RMK AO2 SLP130 CB S-SW MOV E TCU W T03220228 $=
KMIA 061553Z VRB05KT 10SM SCT029 SCT200 BKN250 32/24 A2994 RMK AO2 SLP138 CB DSNT ALQDS T03170239 $=
KMIA 061453Z 26005KT 10SM FEW030 SCT200 SCT250 31/24 A2995 RMK AO2 SLP141 CB DSNT ALQDS T03110244 51005 $=
KMIA 061353Z 00000KT 10SM FEW025 FEW200 SCT250 29/24 A2995 RMK AO2 SLP140 CB DSNT ALQDS T02940244 $=
KMIA 061253Z 00000KT 10SM FEW025 BKN250 27/24 A2994 RMK AO2 SLP139 CB DSNT SE T02720244 $=
KMIA 061153Z COR 00000KT 10SM FEW025 BKN230 26/24 A2993 RMK AO2 SLP136 70051 T02610244 10261 20244 53021 $=
More detailed KMIA Station Info:
KMIA 061813Z 20012G17KT 10SM TS SCT025CB BKN048 BKN100 BKN250 30/23 A2992 RMK AO2 OCNL LTGICCG NE-SE TS NE-SE MOV E T03000228
KMIA 061810Z AUTO 19012G17KT 10SM SCT025 BKN048 BKN100 29/23 A2992
KMIA 061805Z AUTO 15008KT 10SM SCT025 BKN048 BKN100 29/23 A2993
KMIA 061800Z AUTO 18012KT 10SM SCT025 BKN048 BKN100 29/23 A2993
KMIA 061755Z AUTO 19010KT 10SM FEW048 SCT060 BKN110 29/23 A2994
KMIA 061753Z 19017G26KT 10SM TS SCT020CB BKN048 BKN150 BKN250 30/22 A2994 RMK AO2 PK WND 18026/1752 WSHFT 1737 SLP137 TSB12 OCNL LTGICCG E-S TS E-S MOV E CB DSNT NW T03000222 10333 20261 55003
KMIA 061750Z AUTO 19016G24KT 10SM SCT030 BKN048 31/22 A2994
KMIA 061745Z AUTO 19015KT 10SM SCT030 BKN050 32/23 A2993
KMIA 061740Z AUTO 19011KT 10SM SCT030 BKN050 32/23 A2993
KMIA 061735Z AUTO 21009KT 10SM SCT030 BKN050 33/22 A2992
KMIA 061730Z AUTO 28008KT 10SM SCT030 BKN050 32/22 A2992
Ground observer video of touchdown (Video: Runway_Report12):
https://www.youtube.com/watch?v=2D0ZpZm5JkM
NTSB B-Roll of accident site (Video: NTSB):
https://www.youtube.com/watch?v=2W4o1gmxx48
Map (Graphics: AVH/Google Earth):
This article is published under license. Article Source
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