Go-around — DAL1882
KATL · 27L2026-03-18 22:38 UTC· TJSJ → KATL· DELTA AIR LINES INC· B763
DAL1882 (Delta AIR Lines) was operating from TJSJ to KATL on 2026-03-18. SkyMeter detected a go-around at Hartsfield Jackson Atlanta International Airport (KATL) on runway 27L at 22:38 UTC. Trace data at the event: 1550 ft AGL, 140 kt GS. METAR at the time reported 4 kt wind, 3 kt crosswind component, 14,484 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 → - SECURITY5/2858 2025-12-26 04:59Z – 2026-07-02 03:59Z SFC–1,000 ft
OCHOPPEE, FL, Thursday, December 25, 2025 through Wednesday, July 1, 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 27L
- 1550 ft AGL at event
- 140 kt ground speed
- 0 fpm vertical
- 4 kt wind
- 3 kt crosswind component
- 14,484 m visibility
- KATL 221252Z 04017G25KT 9SM FEW013 BKN050CB BKN075 BKN180 24/20 A3004 RMK AO2 SLP163 OCNL LTGICCG DSNT NE-SE CB VC NE NW & DSNT NE-SE SHRA NE NW & DSNT NE-SE T02390200
Flight context
- DAL1882
- Delta AIR Lines
- B763
- TJSJ → KATL
- 2026-03-18 22:38 UTC
- KATL runway 27L
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