Return to field — TKR169

KMCC · 16

2026-06-08 19:27 UTC· KMCC → KMCC· BANK OF UTAH TRUSTEE· RJ85

▶ Replay 📊 Analyse

TKR169 (Bank of Utah) had departed KMCC on 2026-06-08. SkyMeter detected a return to field at Mc Clellan Airfield (KMCC) on runway 16 at 19:27 UTC. Peak altitude 5,826 ft, turnaround area near Woodland, US. Approach stability score: 45/100. 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 0 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)
  • SECURITY6/5797 2026-04-03 00:01Z – 2026-09-28 23:59Z SFC–400 ft

    SACRAMENTO, CA, Thursday, April 2, 2026 through Monday, September 28, 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 16
  • 5826 ft AGL at event
  • 292 kt ground speed
  • 0 fpm vertical
  • Approach stability 45/100
  • 0 kt wind
  • 0 kt crosswind component
  • 16,093 m visibility
  • KMCC 141255Z AUTO 00000KT 10SM CLR 10/M00 A3010 RMK AO2

Flight context

  • TKR169
  • Bank of Utah
  • RJ85
  • KMCC → KMCC
  • 2026-06-08 19:27 UTC
  • KMCC runway 16

All events on this flight

Return to field 19:27:32 UTC · KMCC runway 16 · 5,826 ft AGL · 292 kt GS
Unstable approach 20:55:59 UTC · KMCC runway 16 · 1,174 ft AGL · 217 kt GS
Unstable approach 20:55:59 UTC · KMCC runway 16 · 1,174 ft AGL · 217 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· KMCC