Diversion — SWA909

KMTN · 33

2026-08-12 17:48 UTC· KISP → KMTN· SOUTHWEST AIRLINES CO· B737

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SWA909 (Southwest Airlines) was operating from KISP to KBWI (Baltimore/Washington International Thurgood Marshall Airport) on 2026-08-12. SkyMeter detected a diversion to Martin State Airport (KMTN) on runway 33 at 17:48 UTC. Peak cruise altitude FL250, turnaround area near Country Lake Estates, US. Approach stability score: 67/100. Scores in this band occur on roughly 10-15% of approaches at this runway, with multiple gates outside the per-runway envelope. 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)
  • SECURITY5/2811 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 →
  • SECURITY6/2882 2026-08-12 17:00Z – 2026-08-13 03:59Z SFC–400 ft

    EAST RUTHERFORD, NJ, Wednesday, August 12, 2026 through Wednesday, August 12, 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 33
  • 0 ft AGL at event
  • 0 kt ground speed
  • 0 fpm vertical
  • Approach stability 67/100
  • 0 kt wind
  • 0 kt crosswind component
  • 16,093 m visibility
  • KMTN 161656Z 17008KT 10SM CLR 26/17 A3038

Flight context

  • SWA909
  • Southwest Airlines
  • B737
  • KISP → KMTN
  • 2026-08-12 17:48 UTC
  • KMTN runway 33

All events on this flight

Diversion 17:48:17 UTC · KMTN runway 33 · 0 ft AGL · 0 kt GS
Diversion 17:48:17 UTC · KMTN runway 15 · 10 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· KMTN