BAW1207 was operating from EGLL to KMIA on 2026-03-21. SkyMeter detected a go-around at Miami International Airport (KMIA) on runway 12 at 19:15 UTC. Trace data at the event: 1900 ft AGL, 174 kt GS. Approach stability score: 88/100. 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 7 kt wind, 4 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 → - 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 →
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
- 1900 ft AGL at event
- 174 kt ground speed
- 0 fpm vertical
- Approach stability 88/100
- 7 kt wind
- 4 kt crosswind component
- 16,093 m visibility
- KMIA 211753Z 18006KT 10SM -RA SCT034 BKN044 BKN110 BKN250 28/24 A2991 RMK AO2 RAB11 SLP128 P0000 60000 T02830239 10311 20256 58005 $
Flight context
- BAW1207
- B77W
- EGLL → KMIA
- 2026-03-21 19:15 UTC
- KMIA runway 12
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