DWI5975 was operating from CYUL to MDPC (Punta Cana International Airport) on 2026-08-05. SkyMeter detected a diversion to Miami International Airport (KMIA) on runway 09 at 19:10 UTC. Peak cruise altitude FL402, turnaround area near River Bend, US. Approach stability score: 87/100. Scores in this band are observed on roughly 50% of approaches at this runway and represent the centerline of normal operations. METAR at the time reported 0 kt wind, 16,093 m visibility. Detection algorithm and known limitations: see SkyMeter methodology.
Active FAA TFR during this flight
Source: FAA TFR archive (hourly snapshot)- SECURITY5/2809 2025-10-20 12:00Z – 2026-10-20 12:00Z SFC–2,000 ft
Palm Beach, FL, Monday, October 20, 2025 through Tuesday, October 20, 2026 Local
View FAA NOTAM → - SECURITY5/2811 2025-10-20 12:00Z – 2026-10-20 12:00Z SFC–1,000 ft
NEW YORK, NY, Monday, October 20, 2025 through Tuesday, October 20, 2026 Local
View FAA NOTAM → - SECURITY6/8923 2026-07-30 21:00Z – 2026-08-10 03:59Z SFC–400 ft
Bethlehem, PA, Thursday, July 30, 2026 through Sunday, August 9, 2026 Local
View FAA NOTAM → - VIP6/1767 2026-08-05 12:07Z – 2026-08-05 13:30Z SFC–4,999 ft
Middleburg, VA
View FAA NOTAM →
SkyMeter cross-referenced this flight against FAA-published TFRs that were active during its window and within its geographic bounding box. Overlap doesn't necessarily mean violation — the aircraft may have been outside the TFR’s precise polygon or flying under air-traffic-control coordination.
Pilot review data
- Runway 09
- 0 ft AGL at event
- 0 kt ground speed
- 0 fpm vertical
- Approach stability 87/100
- 0 kt wind
- 0 kt crosswind component
- 16,093 m visibility
- KMIA 131953Z 14007KT 10SM FEW030 SCT050 BKN250 33/24 A3004 RMK AO2 SLP173 CB DSNT SW-NW T03330244 $
Flight context
- DWI5975
- B38M
- CYUL → KMIA
- 2026-08-05 19:10 UTC
- KMIA runway 09
Automated analysis. Events shown on this page (such as go-around, unstable approach, or runway events) are heuristic classifications produced by algorithms from publicly broadcast ADS-B data. They are intended to surface flights of interest for further review — they are not findings of fact, and they do not determine pilot fault, regulatory compliance, or the cause of any occurrence. Coverage gaps and sensor noise can affect accuracy. Only the relevant civil aviation authority or accident investigation body can make official determinations. How we detect events · Dispute or correct this data