Diversion — DAL2212

KATL · 10

2026-03-28 13:20 UTC· KFLL → KATL· DELTA AIR LINES INC, DEPT 595 AIRCRAFT REGISTRATIONS· A321

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DAL2212 (Delta AIR Lines) was operating from KFLL to KMSP (Minneapolis-St Paul International/Wold-Chamberlain Airport) on 2026-03-28. SkyMeter detected a diversion to Hartsfield Jackson Atlanta International Airport (KATL) on runway 10 at 13:20 UTC. Peak cruise altitude FL355, turnaround area near Lafayette County, US. Approach stability score: 85/100. Scores in this band are observed on roughly 50% of approaches at this runway and represent the centerline of normal operations. METAR at the time reported 11 kt wind, 11 kt crosswind component, 12,875 m visibility. 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 →

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 10
  • 998 ft AGL at event
  • 120 kt ground speed
  • 0 fpm vertical
  • Approach stability 85/100
  • 11 kt wind
  • 11 kt crosswind component
  • 12,875 m visibility
  • METAR KATL 241252Z 09012G19KT 8SM -DZ BKN011 OVC020 17/15 A3018 RMK AO2 DZB48 SLP215 CIG 009V013 PCPN VRY LGT P0000 T01720150 $

Flight context

  • DAL2212
  • Delta AIR Lines
  • A321
  • KFLL → KATL
  • 2026-03-28 13:20 UTC
  • KATL runway 10

All events on this flight

Diversion 13:20:14 UTC · KATL runway 10 · 998 ft AGL · 120 kt GS
Diversion 13:20:14 UTC · KATL runway 10 · 998 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· KATL