Unstable approach — N395WJ

N395WJ (RIM 3 Group) was operating from KSUA to KCMH on 2026-05-31. SkyMeter detected a low approach-stability score at John Glenn Columbus International Airport (KCMH) on runway 10R at 23:26 UTC. Trace data at the event: 1931 ft AGL, 159 kt GS. Approach stability score: 59/100. 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 7 kt wind, 7 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.

• SECURITY6/2644 2026-05-27 11:00Z – 2026-06-12 22:00Z SFC–400 ft

  Brunswick, GA, Wednesday, May 27, 2026 through Friday, June 12, 2026 Local

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• SPACE OPERATIONS6/3357 2026-05-31 22:40Z – 2026-06-01 00:11Z SFC–180 ft

  Cape Canaveral, FL, Sunday, May 31, 2026 through Sunday, May 31, 2026 Local

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• SPACE OPERATIONS6/3369 2026-05-31 22:40Z – 2026-06-01 00:11Z SFC–180 ft

  Cape Canaveral, FL, Sunday, May 31, 2026 through Sunday, May 31, 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