C2713 was operating from KPIE to KCOF on 2026-07-13. SkyMeter detected a go-around at Patrick Air Force Base (KCOF) on runway 21 at 16:50 UTC. Trace data at the event: 166 ft AGL, 133 kt GS, 0 fpm vertical. 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)- SECURITY6/4153 2026-06-01 04:00Z – 2026-07-21 03:59Z SFC–400 ft
Tampa, FL, Monday, June 1, 2026 through Monday, July 20, 2026 Local
View FAA NOTAM → - SECURITY6/4156 2026-06-01 04:00Z – 2026-07-21 03:59Z SFC–400 ft
TAMPA, FL, Monday, June 1, 2026 through Monday, July 20, 2026 Local
View FAA NOTAM → - SECURITY6/7880 2026-07-05 14:07Z – 2026-07-21 03:59Z SFC–400 ft
Tampa, FL
View FAA NOTAM → - SECURITY6/7881 2026-07-05 14:07Z – 2026-07-21 03:59Z SFC–400 ft
Tampa, FL
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 21
- 166 ft AGL at event
- 133 kt ground speed
- 0 fpm vertical
- 7 kt wind
- 7 kt crosswind component
- 16,093 m visibility
- KCOF 141055Z AUTO 25005KT 10SM -DZ BKN042 28/25 A3006 RMK AO2 RAB30E49DZB49 SLP184 P0000 T02800246 $
Flight context
- C2713
- C27J
- KPIE → KCOF
- 2026-07-13 16:50 UTC
- KCOF runway 21
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