| Point | From THR | ADS-B alt AGL | 3° ref alt | Δ | GS | 3° descent |
|---|
| Source | Wind | Off nose | Tailwind | Crosswind | Gust tail / cross |
|---|
| Time | Dir | Speed | Gust | Tailwind | Crosswind | Gust tail / cross |
|---|
A 767-300F near 300,000 lb flies Vref close to 140 kt. ADS-B shows 180 kt groundspeed over the threshold at 267 ft AGL. With a 6 to 9 kt tailwind that is roughly 170 kt airspeed, about 30 kt above Vref, and 217 ft above a 3° path. Both excesses convert directly into runway: the height alone moves the touchdown about 4,100 ft down the runway, and every 10 kt of extra speed adds several hundred feet of float and roll.
Boeing stopping data assumes touchdown near 1,000 to 1,500 ft. Touching down at 167 kt with 5,000 ft left is outside every dry, wet or contaminated chart for this weight; on a wet runway with 5 to 9 kt tailwind the unfactored distance from touchdown is already on the order of 5,000 to 6,000 ft.
The 1753Z METAR carries TS with CB over the field and a wind shift at 1737Z. Heavy rain during a convective cell can leave standing water; dynamic hydroplaning on a 767 tire starts near 100 to 110 kt groundspeed, a band the aircraft was still inside for most of the roll. Reported exit speed of 112 kt matches an aircraft that never achieved effective braking friction.
From 167 kt at 4,360 ft to 112 kt at 9,360 ft is an average deceleration of roughly 3 ft/s². Full autobrake with spoilers and reversers on a wet 767 should deliver 8 to 10 ft/s². That gap is consistent with any of: late or no spoiler deployment, reversers not deployed or delayed, autobrake disarmed by a manual brake input, antiskid cycling on a flooded surface, or a genuine brake or hydraulic fault. Only the FDR will separate these.
Runway 30 put a southerly 17 G 26 kt wind 110° off the nose: 6 to 9 kt tailwind and 16 to 24 kt left crosswind. Runway 12 or the 8/9 runways would have offered a headwind or a smaller tailwind component. Why 30 was assigned or accepted, with a thunderstorm moving east across the field, is a crew and ATC decision question, as is whether the approach met stabilized-approach gates at 1,000 ft and 500 ft.
An approach 200 ft high and 30 kt fast at the threshold is a go-around by most operators' criteria. Once a 767 touches down with reversers deployed a go-around is no longer available, so the decision window closed at the flare.
Sources: Flightradar24 ADS-B figures as reported Sep 6, the 1753Z KMIA METAR, and the weather.gov 5-minute table. Speeds are groundspeed; touchdown and exit distances are approximate. The NTSB will have FDR, CVR, tire marks and braking data that this page does not.
Un 767-300F cerca de 300,000 lb vuela una Vref próxima a 140 kt. El ADS-B muestra 180 kt de velocidad terrestre sobre el umbral a 267 ft AGL. Con 6 a 9 kt de viento de cola eso equivale a unos 170 kt de velocidad indicada, unos 30 kt por encima de Vref, y 217 ft por encima de una senda de 3°. Ambos excesos se convierten directamente en pista: la altura sola desplaza el toque unos 4,100 ft, y cada 10 kt de exceso agregan cientos de pies de flotación y rodaje.
Los datos de frenado de Boeing asumen un toque entre 1,000 y 1,500 ft. Tocar a 167 kt con 5,000 ft restantes queda fuera de cualquier tabla seca, mojada o contaminada para este peso; en pista mojada con 5 a 9 kt de cola, la distancia sin factorizar desde el toque ya ronda 5,000 a 6,000 ft.
El METAR de las 17:53Z reporta tormenta con cumulonimbus sobre el campo y un cambio de viento a las 17:37Z. La lluvia convectiva fuerte deja agua estancada; el hidroplaneo dinámico en un neumático de 767 empieza cerca de 100 a 110 kt de velocidad terrestre, una banda en la que el avión estuvo durante casi todo el rodaje. La velocidad de salida reportada de 112 kt encaja con un avión que nunca logró fricción de frenado efectiva.
De 167 kt a 4,360 ft hasta 112 kt a 9,360 ft es una desaceleración media de unos 3 ft/s². Un 767 con autobrake completo, spoilers y reversas en pista mojada debería entregar 8 a 10 ft/s². Esa brecha es compatible con cualquiera de estas causas: spoilers desplegados tarde o no desplegados, reversas no desplegadas o con retraso, autobrake desarmado por una entrada manual de frenos, antiskid ciclando sobre una superficie inundada, o una falla real de frenos o hidráulica. Solo el FDR las va a separar.
La pista 30 puso un viento del sur de 17 G 26 kt a 110° del morro: 6 a 9 kt de cola y 16 a 24 kt cruzado por la izquierda. La pista 12 o las pistas 8 y 9 habrían ofrecido viento de frente o un componente de cola menor. Por qué se asignó o aceptó la 30, con una tormenta cruzando el campo hacia el este, es una pregunta de decisión de tripulación y ATC, igual que si la aproximación cumplió los criterios de estabilización a 1,000 ft y 500 ft.
Una aproximación 200 ft alta y 30 kt rápida en el umbral es motivo de motor y al aire según los criterios de la mayoría de los operadores. Una vez que un 767 toca con las reversas desplegadas ya no hay opción de irse, así que la ventana de decisión se cerró en el flare.
Fuentes: cifras ADS-B de Flightradar24 reportadas el 09.06.2026, el METAR KMIA de las 17:53Z y la tabla de 5 minutos de weather.gov. Las velocidades son terrestres; las distancias de toque y salida son aproximadas. La NTSB tendrá FDR, CVR, marcas de neumáticos y datos de frenado que esta página no tiene.
Five people died and five were injured when the aircraft crossed NW 67th Avenue and struck vehicles after leaving the paved surface; the NTSB and FAA are investigating and nothing here is a finding of cause. Recorded figures come from Flightradar24 ADS-B as reported on Sep 6: about 183 kt groundspeed descending through 500 ft, 180 kt crossing the threshold at 275 ft MSL (267 ft above the 8 ft field elevation), touchdown near 167 kt with roughly 5,000 ft of the 9,360 ft runway remaining, 112 kt leaving the paved end, last return 69 kt. The 3° reference assumes a 50 ft threshold crossing height, so the recorded threshold crossing sits about 217 ft above the glidepath; a 3° descent from that height reaches the surface about 4,100 ft down the runway, close to the reported touchdown. The distance of the 500 ft point is derived from the 3° geometry, not a recorded position. Vref for a 767-300F at a typical landing weight is close to 140 kt; the ADS-B speeds are groundspeed, so airspeed was roughly 6 to 9 kt lower given the tailwind. Weather.gov wind directions are true, and runway 30 is labeled magnetic, so the angle off the nose differs by a few degrees of variation.