Long landing rollout — N564CH
KCEF · 232026-08-10 19:02 UTC· KOCF → KCEF· CARDINAL GLASS INDUSTRIES INC· C56X
N564CH (Cardinal Glass Industries) was operating from KOCF to KCEF on 2026-08-10. SkyMeter detected a long landing rollout at Westover ARB/Metropolitan Airport (KCEF) on runway 23 at 19:02 UTC. Trace data at the event: 249 ft AGL, 16 kt GS, 0 fpm vertical. METAR at the time reported 6 kt wind, 4 kt crosswind component, 16,093 m visibility. A long landing rollout is detected when ground deceleration after touchdown is below the per-runway P10 envelope. It is an observational measure of rollout efficiency, not a runway-exit incident. Detection algorithm and known limitations: see SkyMeter methodology.
Active FAA TFR during this flight
Source: FAA TFR archive (hourly snapshot)- SECURITY5/2811 2025-10-20 12:00Z – 2026-10-20 12:00Z SFC–1,000 ft
NEW YORK, NY, Monday, October 20, 2025 through Tuesday, October 20, 2026 Local
View FAA NOTAM → - SECURITY6/0879 2026-08-06 12:00Z – 2026-08-14 20:00Z SFC–2,000 ft
Laurel, MD, Thursday, August 6, 2026 through Friday, August 14, 2026 Local
View FAA NOTAM → - VIP6/2748 2026-08-08 14:00Z – 2026-08-16 22:00Z SFC–4,999 ft
THURMONT, MD, Saturday, August 8, 2026 through Sunday, August 16, 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 23
- 249 ft AGL at event
- 16 kt ground speed
- 0 fpm vertical
- 6 kt wind
- 4 kt crosswind component
- 16,093 m visibility
- KCEF 170055Z 21005KT 10SM BKN049 BKN055 21/17 A3026 RMK AO2A SLP250 T02080166
Flight context
- N564CH
- Cardinal Glass Industries
- C56X
- KOCF → KCEF
- 2026-08-10 19:02 UTC
- KCEF runway 23
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