Unstable approach — N813JD

N813JD (Apple AIR) was operating from KBFI to KBFI on 2026-08-01. SkyMeter detected a low approach-stability score at Boeing Field King County International Airport (KBFI) on runway 14R at 21:18 UTC. Trace data at the event: 1080 ft AGL, 135 kt GS. METAR at the time reported 14 kt wind, 11 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.

• HAZARDS6/8043 2026-07-23 02:01Z – 2026-08-05 04:00Z SFC–8,500 ft

  19NM NW CLE ELUM, WA, Thursday, July 23, 2026 through Wednesday, August 5, 2026 UTC

  View FAA NOTAM →
• AIR SHOWS/SPORTS6/8429 2026-07-30 18:00Z – 2026-08-02 23:59Z SFC–16,000 ft

  SEATLE, WA, Thursday, July 30, 2026 through Sunday, August 2, 2026 UTC

  View FAA NOTAM →
• AIR SHOWS/SPORTS6/8430 2026-07-30 20:00Z – 2026-08-02 22:20Z SFC–5,000 ft

  SEATTLE, WA, Thursday, July 30, 2026 through Sunday, August 2, 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.

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