Go-around — UAL1522
KIND · 23L2026-08-18 18:20 UTC· KDEN → KIND· UNITED AIRLINES INC· B739
UAL1522 (United Airlines) was operating from KDEN to KIND on 2026-08-18. SkyMeter detected a go-around at Indianapolis International Airport (KIND) on runway 23L at 18:20 UTC. Trace data at the event: 1106 ft AGL, 154 kt GS. METAR at the time reported 3 kt wind, 3 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)- SECURITY6/3628 2026-08-17 12:00Z – 2026-08-23 23:59Z SFC–400 ft
SAINT LOUIS, MO, Monday, August 17, 2026 through Sunday, August 23, 2026 Local
View FAA NOTAM → - HAZARDS6/5090 2026-08-18 13:00Z – 2026-08-18 20:00Z SFC–2,000 ft
HALLSVILLE, MO, Tuesday, August 18, 2026 UTC
View FAA NOTAM → - HAZARDS6/5092 2026-08-18 13:00Z – 2026-08-18 20:00Z SFC–2,000 ft
HARRISBURG, MO, Tuesday, August 18, 2026 UTC
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 23L
- 1106 ft AGL at event
- 154 kt ground speed
- 0 fpm vertical
- 3 kt wind
- 3 kt crosswind component
- 16,093 m visibility
- KIND 161654Z 18006KT 10SM FEW040 SCT160 BKN250 31/22 A3027 RMK AO2 SLP242 T03110222
Flight context
- UAL1522
- United Airlines
- B739
- KDEN → KIND
- 2026-08-18 18:20 UTC
- KIND runway 23L
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