Diversion — EJA951

KTEB · 06

2026-04-19 18:45 UTC· KMIA → KTEB· BP AIRCRAFT HOLDINGS LLC, SCHWAB ALAN, SACKS BRADLEY, BURGH HOLD· C68A

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EJA951 (BP Aircraft Holdings) was operating from KMIA to KCHS (Charleston Air Force Base-International Airport) on 2026-04-19. SkyMeter detected a diversion to Teterboro Airport (KTEB) on runway 06 at 18:45 UTC. Peak cruise altitude FL429, turnaround area near Swansboro, US. Approach stability score: 65/100. 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 11 kt wind, 11 kt crosswind component, 11,265 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 06
  • 8 ft AGL at event
  • 120 kt ground speed
  • 0 fpm vertical
  • Approach stability 65/100
  • 11 kt wind
  • 11 kt crosswind component
  • 11,265 m visibility
  • KTEB 210051Z 35004KT 7SM OVC011 21/19 A2991 RMK AO2 DZE21 CIG 008V012 SLP128 P0000 T02060194 $

Flight context

  • EJA951
  • BP Aircraft Holdings
  • C68A
  • KMIA → KTEB
  • 2026-04-19 18:45 UTC
  • KTEB runway 06

All events on this flight

Diversion 18:45:30 UTC · KTEB runway 06 · 8 ft AGL · 120 kt GS
Diversion 18:45:30 UTC · KTEB runway 6 · 8 ft AGL · 120 kt GS
Diversion 18:45:30 UTC · KTEB runway 6 · 8 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· KTEB