LXJ369 (Flexjet) was operating from KBWI to KSFB (Orlando Sanford International Airport) on 2026-07-31. SkyMeter detected a diversion to Charleston Executive Airport (KJZI) on runway 09 at 21:41 UTC. Peak cruise altitude FL451, turnaround area near Franklin County, US. Approach stability score: 58/100. 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 8 kt wind, 8 kt crosswind component, 16,093 m visibility. Detection algorithm and known limitations: see SkyMeter methodology.
Active FAA TFR during this flight
Source: FAA TFR archive (hourly snapshot)- HAZARDS6/6848 2026-07-20 00:32Z – 2026-08-03 23:45Z SFC–3,000 ft
2NM W SHULERVILLE, SC, Monday, July 20, 2026 through Monday, August 3, 2026 UTC
View FAA NOTAM → - VIP6/0568 2026-07-31 19:00Z – 2026-08-03 22:30Z SFC–4,999 ft
Middleburg, VA, Friday, July 31, 2026 through Monday, August 3, 2026 Local
View FAA NOTAM → - VIP6/0675 2026-07-31 20:07Z – 2026-07-31 22:00Z SFC–17,999 ft
THURMONT, MD
View FAA NOTAM → - VIP6/0685 2026-07-31 20:07Z – 2026-07-31 22:00Z SFC–17,999 ft
THURMONT, MD
View FAA NOTAM → - VIP6/0686 2026-07-31 20:07Z – 2026-07-31 22:00Z SFC–17,999 ft
THURMONT, MD
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 09
- 10 ft AGL at event
- 120 kt ground speed
- 0 fpm vertical
- Approach stability 58/100
- 8 kt wind
- 8 kt crosswind component
- 16,093 m visibility
- METAR KJZI 132215Z AUTO 21012KT 10SM VCTS CLR 31/27 A2998 RMK AO2 LTG DSNT N AND NW
Flight context
- LXJ369
- Flexjet
- E55P
- KBWI → KJZI
- 2026-07-31 21:41 UTC
- KJZI runway 09
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