Go-around — AAL3002
KCLT · 18R2026-08-27 19:44 UTC· BANK OF UTAH TRUSTEE· A319
AAL3002 (Bank of Utah) was inbound to KCLT on 2026-08-27. SkyMeter detected a go-around at Charlotte Douglas International Airport (KCLT) on runway 18R at 19:44 UTC. Trace data at the event: 1843 ft AGL, 174 kt GS. METAR at the time reported 2 kt wind, 1 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)- SECURITY5/2809 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 → - SECURITY6/7271 2026-08-24 12:30Z – 2026-08-29 06:00Z SFC–2,500 ft
MAYPORT, FL, Monday, August 24, 2026 through Saturday, August 29, 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 18R
- 1843 ft AGL at event
- 174 kt ground speed
- 0 fpm vertical
- 2 kt wind
- 1 kt crosswind component
- 16,093 m visibility
- KCLT 162152Z 01006KT 10SM FEW050 FEW250 30/16 A3030 RMK AO2 SLP267 T03000161
Flight context
- AAL3002
- Bank of Utah
- A319
- 2026-08-27 19:44 UTC
- KCLT runway 18R
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