OTIS40 was operating from KNKT to KNKT on 2026-06-22. SkyMeter detected a low approach-stability score at Cherry Point MCAS /Cunningham Field/ (KNKT) on runway 14L at 17:04 UTC. Trace data at the event: 1165 ft AGL, 234 kt GS. METAR at the time reported 9 kt wind, 8 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.
Active FAA TFR during this flight
Source: FAA TFR archive (hourly snapshot)- SECURITY6/9423 2026-06-22 13:00Z – 2026-06-27 01:00Z SFC–1,000 ft
Williamsburg, VA, Monday, June 22, 2026 through Friday, June 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.
Pilot review data
- Runway 14L
- 1165 ft AGL at event
- 234 kt ground speed
- 0 fpm vertical
- 9 kt wind
- 8 kt crosswind component
- 16,093 m visibility
- KNKT 092355Z 07008KT 10SM CLR 22/19 A3020 RMK AO2 SLP224 T02220189 10256 20222 53011
Flight context
- OTIS40
- C30J
- KNKT → KNKT
- 2026-06-22 17:04 UTC
- KNKT runway 14L
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