Unstable approach — SWA1045

SWA1045 (Southwest Airlines) was operating from CT35 to KBNA on 2026-08-07. SkyMeter detected a low approach-stability score at Nashville International Airport (KBNA) on runway 31 at 01:43 UTC. Trace data at the event: 1699 ft AGL, 149 kt GS. METAR at the time reported 8 kt wind, 4 kt crosswind component, 16,093 m visibility. The approach-stability score rates the final approach against stabilized-approach gates (glideslope, lateral deviation, descent rate, and IAS) at defined altitudes. A low score means one or more of those were outside the normal envelope for how the approach was flown. The score is graded by guidance type, so instrument approaches (ILS or an aligned straight-in) are held to the full gate set, while visual and pattern arrivals are surfaced only when the score is clearly low. The score is advisory and observational, a deviation measure, not an assertion of an accident. Detection algorithm and known limitations: see SkyMeter methodology.

• 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

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• SECURITY6/0879 2026-08-06 12:00Z – 2026-08-14 20:00Z SFC–2,000 ft

  Laurel, MD, Thursday, August 6, 2026 through Friday, August 14, 2026 Local

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• SECURITY6/1710 2026-08-06 21:00Z – 2026-08-10 02:00Z SFC–400 ft

  West Chester, OH, Thursday, August 6, 2026 through Sunday, August 9, 2026 Local

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• SECURITY6/1484 2026-08-06 23:00Z – 2026-08-07 03:59Z SFC–400 ft

  Canton, OH, Thursday, August 6, 2026 through Thursday, August 6, 2026 Local

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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.

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