Long landing rollout — SWA2515
KISM · 152026-08-17 12:29 UTC· KMCI → KISM· UMB BANK NA TRUSTEE· B38M
SWA2515 (UMB Bank NA) was operating from KMCI to KISM on 2026-08-17. SkyMeter detected a long landing rollout at Kissimmee Gateway Airport (KISM) on runway 15 at 12:29 UTC. Trace data at the event: 85 ft AGL, 14 kt GS, 0 fpm vertical. METAR at the time reported 4 kt wind, 2 kt crosswind component, 16,093 m visibility. A long landing rollout is detected when ground deceleration after touchdown is below the per-runway P10 envelope. It is an observational measure of rollout efficiency, not a runway-exit incident. Detection algorithm and known limitations: see SkyMeter methodology.
Active FAA TFR during this flight
Source: FAA TFR archive (hourly snapshot)- SECURITY6/0708 2026-08-01 00:01Z – 2027-08-01 23:59Z SFC–400 ft
Goodlettsville, TN, Saturday, August 1, 2026 through Sunday, August 1, 2027 UTC
View FAA NOTAM → - UAS PUBLIC GATHERING6/3173 2026-08-13 21:00Z – 2026-08-23 07:00Z SFC–400 ft
Lebanon, TN, Thursday, August 13, 2026 through Sunday, August 23, 2026 UTC
View FAA NOTAM → - SECURITY6/3628 2026-08-17 12:00Z – 2026-08-23 23:59Z SFC–400 ft
SAINT LOUIS, MO, Monday, August 17, 2026 through Sunday, August 23, 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 15
- 85 ft AGL at event
- 14 kt ground speed
- 0 fpm vertical
- 4 kt wind
- 2 kt crosswind component
- 16,093 m visibility
- KISM 162156Z 05013G20KT 10SM SCT034 BKN047 30/23 A3014 RMK AO2 SLP206 T03000228 $
Flight context
- SWA2515
- UMB Bank NA
- B38M
- KMCI → KISM
- 2026-08-17 12:29 UTC
- KISM runway 15
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