Diversion — LXJ328

KIAD · 01R

2026-01-31 15:38 UTC· KPBI → KIAD· FRANK J BLAIR, BERRO ALAN, MCCONNELL JAMES, MCNERNEY W JAMES JR,· E545

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LXJ328 (Frank J Blair) was operating from KPBI to KAVP (Wilkes Barre Scranton International Airport) on 2026-01-31. SkyMeter detected a diversion to Washington Dulles International Airport (KIAD) on runway 01R at 15:38 UTC. Peak cruise altitude FL451, turnaround area near Myrtle Beach, US. Approach stability score: 88/100. Scores in this band are observed on roughly 50% of approaches at this runway and represent the centerline of normal operations. METAR at the time reported 5 kt wind, 16,093 m visibility. Detection algorithm and known limitations: see SkyMeter methodology.

Active FAA TFR during this flight

Source: FAA TFR archive (hourly snapshot)
  • SECURITY5/2809 2025-10-20 12:00Z – 2026-10-20 12:00Z SFC–2,000 ft

    Palm Beach, FL, Monday, October 20, 2025 through Tuesday, October 20, 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 01R
  • 293 ft AGL at event
  • 120 kt ground speed
  • 0 fpm vertical
  • Approach stability 88/100
  • 5 kt wind
  • 0 kt crosswind component
  • 16,093 m visibility
  • KIAD 092352Z 00000KT 10SM OVC250 16/09 A3024 RMK AO2 SLP242 T01560089 10244 20156 51019

Flight context

  • LXJ328
  • Frank J Blair
  • E545
  • KPBI → KIAD
  • 2026-01-31 15:38 UTC
  • KIAD runway 01R

All events on this flight

Diversion 15:38:36 UTC · KIAD runway 01R · 293 ft AGL · 120 kt GS
Diversion 15:38:36 UTC · KIAD runway 01R · 293 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· KIAD