Unstable approach — AAL1787

AAL1787 (U S Bank N A) was operating from KORD to KDCA on 2026-08-03. SkyMeter detected a low approach-stability score at Ronald Reagan Washington National Airport (KDCA) on runway 19 at 00:26 UTC. Trace data at the event: 1124 ft AGL, 141 kt GS. METAR at the time reported 11 kt wind, 1 kt crosswind component, 12,875 m visibility. The approach-stability score rates the final approach against stabilized-approach gates (glideslope, lateral deviation, descent rate, and IAS) at defined altitudes. A low score means one or more of those were outside the normal envelope for how the approach was flown. The score is graded by guidance type, so instrument approaches (ILS or an aligned straight-in) are held to the full gate set, while visual and pattern arrivals are surfaced only when the score is clearly low. The score is advisory and observational, a deviation measure, not an assertion of an accident. Detection algorithm and known limitations: see SkyMeter methodology.

• UAS PUBLIC GATHERING6/8930 2026-07-30 16:00Z – 2026-08-03 03:00Z SFC–400 ft

  Chicago, IL, Thursday, July 30, 2026 through Monday, August 3, 2026 UTC

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• VIP6/0568 2026-07-31 19:00Z – 2026-08-03 22:30Z SFC–4,999 ft

  Middleburg, VA, Friday, July 31, 2026 through Monday, August 3, 2026 Local

  View FAA NOTAM →
• SECURITY6/0650 2026-08-01 16:00Z – 2026-08-02 22:00Z SFC–400 ft

  Michigan City, IN, Saturday, August 1, 2026 through Sunday, August 2, 2026 Local

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• VIP6/0992 2026-08-02 21:45Z – 2026-08-03 23:45Z SFC–4,999 ft

  Middleburg, VA, Sunday, August 2, 2026 through Monday, August 3, 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.

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