EIN977 was operating from EIDW to KBNA on 2026-08-05. SkyMeter detected a go-around at Nashville International Airport (KBNA) on runway 02R at 21:54 UTC. Trace data at the event: 1810 ft AGL, 144 kt GS. METAR at the time reported 9 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)- 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 → - SECURITY6/2790 2026-07-02 22:30Z – 2026-09-15 03:59Z SFC–400 ft
St. George, ME, Thursday, July 2, 2026 through Monday, September 14, 2026 Local
View FAA NOTAM → - SECURITY6/0708 2026-08-01 00:01Z – 2027-08-01 23:59Z SFC–400 ft
Goodlettsville, TN, Saturday, August 1, 2026 through Sunday, August 1, 2027 UTC
View FAA NOTAM → - VIP6/1767 2026-08-05 12:07Z – 2026-08-05 13:30Z SFC–4,999 ft
Middleburg, VA
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 02R
- 1810 ft AGL at event
- 144 kt ground speed
- 0 fpm vertical
- 9 kt wind
- 7 kt crosswind component
- 16,093 m visibility
- KBNA 040553Z 00000KT 10SM SCT250 28/22 A3000 RMK AO2 SLP149 T02780217 10333 20272 403780239 58006
Flight context
- EIN977
- A21N
- EIDW → KBNA
- 2026-08-05 21:54 UTC
- KBNA runway 02R
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