Diversion — JTL25
KALN · 112026-06-07 18:22 UTC· KSTL → KALN· TSC AIRCRAFT LLC· C56X
JTL25 (TSC Aircraft) was operating from KSTL to KHSV (Huntsville International Carl T Jones Field) on 2026-06-07. SkyMeter detected a diversion to St Louis Regional Airport (KALN) on runway 11 at 18:22 UTC. Peak cruise altitude FL308, turnaround area near Mount Olive, US. Approach stability score: 38/100. 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 13 kt wind, 11 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)- SECURITY6/4135 2026-06-01 05:00Z – 2026-07-21 04:59Z SFC–400 ft
CLAYTON, MO, Monday, June 1, 2026 through Monday, July 20, 2026 Local
View FAA NOTAM → - SECURITY6/4161 2026-06-01 05:00Z – 2026-07-21 04:59Z SFC–400 ft
St, Louis, MO, Monday, June 1, 2026 through Monday, July 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 11
- 527 ft AGL at event
- 120 kt ground speed
- 0 fpm vertical
- Approach stability 38/100
- 13 kt wind
- 11 kt crosswind component
- 16,093 m visibility
- KALN 182345Z 19007KT 10SM CLR 32/22 A3003
Flight context
- JTL25
- TSC Aircraft
- C56X
- KSTL → KALN
- 2026-06-07 18:22 UTC
- KALN runway 11
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