Diversion — DAL2479

KOPF · 09L

2026-03-21 21:02 UTC· KMIA → KOPF· BANK OF UTAH TRUSTEE· A321

DAL2479 (Bank of Utah) was operating from KMIA to KATL (Hartsfield Jackson Atlanta International Airport) on 2026-03-21. SkyMeter detected a diversion to Miami-Opa Locka Executive Airport (KOPF) on runway 09L at 21:02 UTC. Peak cruise altitude FL322, turnaround area near High Springs, US. Approach stability score: 86/100. 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 9 kt wind, 1 kt crosswind component, 16,093 m visibility. Detection algorithm and known limitations: see SkyMeter methodology.

Active FAA TFR during this flight

Source: FAA TFR archive (hourly snapshot)
  • SECURITY5/2858 2025-12-26 04:59Z – 2026-07-02 03:59Z SFC–1,000 ft

    OCHOPPEE, FL, Thursday, December 25, 2025 through Wednesday, July 1, 2026 Local

    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 09L
  • 8 ft AGL at event
  • 120 kt ground speed
  • 0 fpm vertical
  • Approach stability 86/100
  • 9 kt wind
  • 1 kt crosswind component
  • 16,093 m visibility
  • METAR KOPF 251653Z 32008KT 10SM SCT029 31/24 A2993 RMK AO2 RAE14B42E52 SLP135 P0000 T03060244 $

Flight context

  • DAL2479
  • Bank of Utah
  • A321
  • KMIA → KOPF
  • 2026-03-21 21:02 UTC
  • KOPF runway 09L

All events on this flight

Diversion 21:02:03 UTC · KOPF runway 09L · 8 ft AGL · 120 kt GS
Diversion 21:02:03 UTC · KOPF runway 09L · 8 ft AGL · 120 kt GS

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

SkyMeter · trace data observed via ADS-B· KOPF