Go-around — DAL161

DAL161 (Bank of Utah) was operating from EHAM to KMSP on 2026-08-07. SkyMeter detected a go-around at Minneapolis-St Paul International/Wold-Chamberlain Airport (KMSP) on runway 30L at 15:52 UTC. Trace data at the event: 1773 ft AGL, 156 kt GS. METAR at the time reported 16 kt wind, 12 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.

• HAZARDS6/6777 2026-07-19 19:05Z – 2026-08-20 07:00Z SFC–7,000 ft

  10NM N ELY, MN, Sunday, July 19, 2026 through Thursday, August 20, 2026 UTC

  View FAA NOTAM →
• HAZARDS6/6779 2026-07-19 19:09Z – 2026-08-20 07:00Z SFC–7,000 ft

  20NM N ELY, MN, Sunday, July 19, 2026 through Thursday, August 20, 2026 UTC

  View FAA NOTAM →
• HAZARDS6/1033 2026-08-03 10:00Z – 2026-08-10 02:00Z SFC–7,000 ft

  25NM NW ELY, MN, Monday, August 3, 2026 through Monday, August 10, 2026 UTC

  View FAA NOTAM →
• HAZARDS6/1034 2026-08-03 10:00Z – 2026-08-10 02:00Z SFC–7,000 ft

  13NM N ELY, MN, Monday, August 3, 2026 through Monday, August 10, 2026 UTC

  View FAA NOTAM →
• HAZARDS6/2809 2026-08-07 14:00Z – 2026-08-07 23:00Z SFC–3,200 ft

  16NM NE GRAND MARAIS, MN, Friday, August 7, 2026 UTC

  View FAA NOTAM →
• HAZARDS6/2206 2026-08-07 15:30Z – 2026-08-07 17:00Z SFC–4,500 ft

  NASHWAUK, MN, Friday, August 7, 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