Unstable approach — EDV5015

EDV5015 (Bank of Utah) was operating from KCHS to KJFK on 2026-07-26. SkyMeter detected a low approach-stability score at John F Kennedy International Airport (KJFK) on runway 13L at 18:52 UTC. Trace data at the event: 1119 ft AGL, 149 kt GS. Approach stability score: 43/100. Scores below 50 occur on under 10% of approaches at this runway and indicate the v2 scorer flagged the approach as highly anomalous (three or more gates exceeded the runway's P90 envelope simultaneously). METAR at the time reported 8 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.

• 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

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• VIP6/8360 2026-07-24 19:00Z – 2026-07-26 23:00Z SFC–4,999 ft

  Middleburg, VA, Friday, July 24, 2026 through Sunday, July 26, 2026 Local

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• VIP6/8425 2026-07-26 11:30Z – 2026-07-26 22:30Z SFC–9,999 ft

  Sterling, VA, Sunday, July 26, 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.

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