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The NTSB revealed the TRC and FDR data of the Boeing 767 from 21 Air/Amazon on Miami. They report speed alerts and lack of reverses on landing.
The National Transportation Board (NTSB) has issued a preliminary investigative update on the runway excursion of the Boeing 767-33A of the airline 21 Air LLC, operated for Amazon Air. The event took place during the landing phase in the Miami International Airport (MY), after covering the cargo flight 7598 under the regulation 14 CFR Part 121 from San Juan, Puerto Rico (SEVEN).
Initial information on the Boeing accident 767 at Amazon
The teams of the NTSB They recovered the cockpit voice recorder from the accident scene (CVR) and flight data recorder (FDR). Both devices were transferred to the specialized laboratory in Washington, DC, where the reading of the information was successfully completed.
- cockpit voice recorder (CVR): Modelo Acron Aviation (formerly L3Harris) FA2100. Recorded more than two hours of good quality audio spread over four channels.
- Flight data recorder (FDR): Modelo Ontic (formerly Honeywell) SSFDR. Stored approximately 54 hours of data and more 400 aircraft operating parameters.
In the coming days, the NTSB will form a working group specialized in the dependencies of Washington to prepare the detailed transcription of the cockpit audios.
Cockpit Voice Recorder Timeline (CVR)
The following data correspond to a preliminary summary of the final minutes of the flight recorded by the CVR or black box. Times are expressed in minutes and seconds. (mm:ss) regarding the cessation of recording:
| Relative time (mm:ss) | Recorded event or observation |
| 06:02 | A pilot requests flap selection on 1 degree. |
| 04:18 | The crew contacts the MIA control tower and receives clearance to land on the runway 30. |
| 02:53 | A pilot requests to deploy flaps to 5 degrees. |
| 02:37 | The crew extends the landing gear. |
| 02:14 | A pilot requests flaps 15 degrees. |
| 01:42 | A pilot requests flaps 20 degrees. The other pilot warns that the plane's speed is excessive. This observation is reiterated until the end of the record without constant verbal response from the other crew member.. |
| 01:23 | Sounds consistent with autopilot disconnection. |
| 01:12 | Electronic altitude alert: «one thousand». |
| 01:04 | Ground Proximity Warning System Electronic Alert (GPWS): «sink rate sink rate». |
| 00:58 | Electronic altitude alert: «five hundred». |
| 00:57 | New GPWS electronic alert: «sink rate sink rate». |
| 00:54 | Electronic altitude alert: «one hundred». |
| 00:50 | Electronic announcement of approach minima («minimums»). |
| 00:48 | GPWS alert announced four times: «too low terrain». |
| 00:41 | A pilot requests flap selection 30 degrees. |
| 00:40 | Electronic altitude alert: «forty». |
| 00:39 | GPWS alert: «too low terrain». |
| 00:36 | Electronic altitude alert: «ten». |
| 00:31 | Sound consistent with the contact of the wheels against the track. |
| 00:15 | A pilot orders the go-around maneuver (go-around). |
| 00:10 | Noise compatible with the departure of the aircraft from the paved surface. |
| 00:00 | End of CVR recording. |
Preliminary analysis of flight data (FDR)
The NTSB clarified that the FDR timeline has not yet been precisely synchronized with the TRC record.. The sequences recorded in the FDR indicate the following:
- 00:30: Nose landing gear and right main gear runway contact at ground speed (groundspeed) from 158 knots.
- 00:23: Initial brake application recorded at 146 ground speed knots.
- 00:19: Contact on the left main gear track 134 knots.
- 00:15: Brake release 120 knots and increase in power levers (throttles) towards go-around acceleration values.
- 00:11: Reducing the levers to slow speed (idle) and reapplication of the brakes at a speed of 117 knots. The power remained at idle and the braking remained active until the end of the reading.
- 00:07: Marked changes in lateral acceleration values, longitudinal y vertical. The ground speed decreased to 96 knots.
- 00:00: End of FDR record a 65 ground speed knots.
Preliminary data read from the recorder showed no evidence of air brake deployment (speedbrakes) nor the use of thrust reversers (thrust reversers) during deceleration stroke. Investigations continue to establish the sequence of factors that led to the event..
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