Go-around — DAL1428

KMIA · 12

2026-09-04 03:08 UTC· KJFK → KMIA· BANK OF UTAH TRUSTEE· B739

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DAL1428 (Bank of Utah) was operating from KJFK to KMIA on 2026-09-04. SkyMeter detected a go-around at Miami International Airport (KMIA) on runway 12 at 03:08 UTC. Trace data at the event: 839 ft AGL, 152 kt GS. METAR at the time reported 7 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)
  • SECURITY5/2809 2025-10-20 12:00Z – 2026-10-20 12:00Z SFC–2,000 ft

    Palm Beach, FL, Monday, October 20, 2025 through Tuesday, October 20, 2026 Local

    View FAA NOTAM →
  • UAS PUBLIC GATHERING6/7351 2026-08-27 12:00Z – 2026-10-13 03:00Z SFC–400 ft

    Timonium, MD, Thursday, August 27, 2026 through Tuesday, October 13, 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 12
  • 839 ft AGL at event
  • 152 kt ground speed
  • 0 fpm vertical
  • 7 kt wind
  • 3 kt crosswind component
  • 16,093 m visibility
  • KMIA 162353Z 07010KT 10SM SCT025 SCT110 BKN250 30/24 A3006 RMK AO2 SLP178 CB DSNT ALQDS MOV SW T03000239 10333 20294 50006 $

Flight context

  • DAL1428
  • Bank of Utah
  • B739
  • KJFK → KMIA
  • 2026-09-04 03:08 UTC
  • KMIA runway 12

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· KMIA