N536TP was operating from KCMA to KSMO on 2026-06-23. SkyMeter detected a go-around at Santa Maria Pub/Capt G Allan Hancock Field (KSMX) on runway 30 at 01:35 UTC. Trace data at the event: 1596 ft AGL, 130 kt GS. Approach stability score: 89/100. 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 6 kt wind, 3 kt crosswind component, 16,093 m visibility. A go-around is a discontinued landing approach in which the pilot adds power and climbs back to a safe altitude before re-attempting the approach or proceeding to an alternate. It is a routine safety response, not an emergency, and is taught as the standard reaction to any unstable approach. Detection algorithm and known limitations: see SkyMeter methodology.
Active FAA TFR during this flight
Source: FAA TFR archive (hourly snapshot)- SECURITY6/4192 2026-06-01 07:00Z – 2026-07-21 06:59Z SFC–400 ft
Santa Barbara, CA, Monday, June 1, 2026 through Monday, July 20, 2026 Local
View FAA NOTAM → - SECURITY6/4197 2026-06-01 07:00Z – 2026-07-21 06:59Z SFC–400 ft
GOLETA, CA, Monday, June 1, 2026 through Monday, July 20, 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 30
- 1596 ft AGL at event
- 130 kt ground speed
- 0 fpm vertical
- Approach stability 89/100
- 6 kt wind
- 3 kt crosswind component
- 16,093 m visibility
- KSMX 180051Z AUTO 29012KT 10SM CLR 19/12 A3007 RMK AO2 SLP182 T01940117
Flight context
- N536TP
- DC3T
- KCMA → KSMO
- 2026-06-23 01:35 UTC
- KSMX runway 30
All events on this flight
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