Unstable approach — KPO371

KPO371 (Wing Aviation Group) was operating from KMSN to KSWF on 2026-07-27. SkyMeter detected a low approach-stability score at New York Stewart International Airport (KSWF) on runway 27 at 00:26 UTC. Trace data at the event: 1593 ft AGL, 199 kt GS. METAR at the time reported 4 kt wind, 4 kt crosswind component, 16,093 m visibility. The approach-stability score rates the final approach against stabilized-approach gates (glideslope, lateral deviation, descent rate, and IAS) at defined altitudes. A low score means one or more of those were outside the normal envelope for how the approach was flown. The score is graded by guidance type, so instrument approaches (ILS or an aligned straight-in) are held to the full gate set, while visual and pattern arrivals are surfaced only when the score is clearly low. The score is advisory and observational, a deviation measure, not an assertion of an accident. Detection algorithm and known limitations: see SkyMeter methodology.

• AIR SHOWS/SPORTS6/7755 2026-07-24 16:00Z – 2026-07-26 22:00Z SFC–17,000 ft

  milwaukee, WI, Friday, July 24, 2026 through Sunday, July 26, 2026 UTC

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• UAS PUBLIC GATHERING6/6522 2026-07-24 17:30Z – 2026-07-27 04:00Z SFC–400 ft

  chicago, IL, Friday, July 24, 2026 through Monday, July 27, 2026 UTC

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• AIR SHOWS/SPORTS6/6524 2026-07-24 19:15Z – 2026-07-26 22:00Z SFC–16,000 ft

  Oshkosh, WI, Friday, July 24, 2026 through Sunday, July 26, 2026 UTC

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• AIR SHOWS/SPORTS6/6526 2026-07-24 19:15Z – 2026-07-26 22:00Z

  OSHKOSH, WI, Friday, July 24, 2026 through Sunday, July 26, 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.

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