Diversion — LXJ394

KPDK · 3R

2026-02-12 18:16 UTC· KMIA → KPDK· FLEXJET LLC, HALE SHERRIE LYNN TRUSTEE, BEAL SPENCER, WZ AIR LLC· E55P

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LXJ394 (Flexjet) was operating from KMIA to KLUK (Cincinnati Municipal Airport Lunken Field) on 2026-02-12. SkyMeter detected a diversion to DeKalb Peachtree Airport (KPDK) on runway 3R at 18:16 UTC. Peak cruise altitude FL344, turnaround area near Gainesville, US. 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 3 kt wind, 2 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)
  • SECURITY5/2858 2025-12-26 04:59Z – 2026-07-02 03:59Z SFC–1,000 ft

    OCHOPPEE, FL, Thursday, December 25, 2025 through Wednesday, July 1, 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.

Pilot review data

  • Runway 3R
  • 983 ft AGL at event
  • 120 kt ground speed
  • 0 fpm vertical
  • Approach stability 59/100
  • 3 kt wind
  • 2 kt crosswind component
  • 16,093 m visibility
  • KPDK 081753Z 00000KT 10SM CLR 27/13 A3004 RMK AO2 SLP160 T02720133 10278 20122 58008

Flight context

  • LXJ394
  • Flexjet
  • E55P
  • KMIA → KPDK
  • 2026-02-12 18:16 UTC
  • KPDK runway 3R

All events on this flight

Diversion 18:16:03 UTC · KPDK runway 3R · 983 ft AGL · 120 kt GS
Diversion 18:16:03 UTC · KPDK runway 3R · 983 ft AGL · 120 kt GS

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

SkyMeter · trace data observed via ADS-B· KPDK