BHS221 was inbound to KMIA on 2026-06-19. SkyMeter detected a go-around at Miami International Airport (KMIA) on runway 09 at 12:59 UTC. Trace data at the event: 843 ft AGL, 153 kt GS. METAR at the time reported 7 kt wind, 7 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)- SECURITY6/4142 2026-06-01 04:00Z – 2026-07-21 03:59Z SFC–400 ft
Miami, FL, Monday, June 1, 2026 through Monday, July 20, 2026 Local
View FAA NOTAM → - SECURITY6/7228 2026-06-13 04:01Z – 2026-07-06 03:59Z SFC–1,000 ft
Miami, FL, Saturday, June 13, 2026 through Sunday, July 5, 2026 Local
View FAA NOTAM → - HAZARDS6/8803 2026-06-17 13:00Z – 2026-06-22 01:00Z SFC–500 ft
7NM W MIAMI, FL, Wednesday, June 17, 2026 through Monday, June 22, 2026 UTC
View FAA NOTAM → - HAZARDS6/9110 2026-06-17 22:24Z – 2026-06-25 04:00Z SFC–500 ft
6NM W MIAMI, FL, Wednesday, June 17, 2026 through Thursday, June 25, 2026 UTC
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
- 843 ft AGL at event
- 153 kt ground speed
- 0 fpm vertical
- 7 kt wind
- 7 kt crosswind component
- 16,093 m visibility
- KMIA 180453Z 00000KT 10SM FEW060 SCT250 26/24 A3004 RMK AO2 SLP172 OCNL LTGIC DSNT E-SE CB DSNT E-SE T02560239 402890244 $
Flight context
- BHS221
- B737
- 2026-06-19 12:59 UTC
- KMIA runway 09
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