Unstable approach — LXJ569

LXJ569 (Flexjet) was inbound to KBED on 2026-05-20. SkyMeter detected a low approach-stability score at Laurence G Hanscom Field (KBED) on runway 29 at 02:10 UTC. Trace data at the event: 1223 ft AGL, 135 kt GS. Approach stability score: 56/100. Scores in this band occur on roughly 10-15% of approaches at this runway, with multiple gates outside the per-runway envelope. METAR at the time reported 6 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.

• 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 →
• SECURITY6/0903 2026-05-19 12:00Z – 2026-05-21 20:00Z SFC–400 ft

  East Marion, NY, Tuesday, May 19, 2026 through Thursday, May 21, 2026 Local

  View FAA NOTAM →
• SECURITY6/1281 2026-05-19 23:00Z – 2026-05-20 11:00Z SFC–2,000 ft

  Laurel, MD, Tuesday, May 19, 2026 through Wednesday, May 20, 2026 Local

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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.

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