Long landing rollout — N82EM
KTTS · 152026-04-15 01:54 UTC· KLSV → KTTS· JDI HOLDINGS LLC· GLEX
N82EM (JDI Holdings) was operating from KLSV to KTTS on 2026-04-15. SkyMeter detected a long landing rollout at NASA Shuttle Landing Facility Airport (KTTS) on runway 15 at 01:54 UTC. Trace data at the event: 36 ft AGL, 0 kt GS, 0 fpm vertical. METAR at the time reported 8 kt wind, 7 kt crosswind component, 16,093 m visibility. A long landing rollout is detected when ground deceleration after touchdown is below the per-runway P10 envelope. It is an observational measure of rollout efficiency, not a runway-exit incident. Detection algorithm and known limitations: see SkyMeter methodology.
Active FAA TFR during this flight
Source: FAA TFR archive (hourly snapshot)- SECURITY6/0092 2026-01-04 00:01Z – 2026-07-04 23:59Z SFC–500 ft
CALEXICO, CA, Saturday, January 3, 2026 through Saturday, July 4, 2026 Local
View FAA NOTAM → - SECURITY6/4165 2026-02-14 07:00Z – 2026-08-15 06:59Z SFC–400 ft
Nogales, AZ, Saturday, February 14, 2026 through Friday, August 14, 2026 Local
View FAA NOTAM → - SECURITY6/4240 2026-03-08 08:00Z – 2026-11-01 07:00Z SFC–180 ft
SAN ANGELO, TX, Sunday, March 8, 2026 through Sunday, November 1, 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 15
- 36 ft AGL at event
- 0 kt ground speed
- 0 fpm vertical
- 8 kt wind
- 7 kt crosswind component
- 16,093 m visibility
- KTTS 221155Z AUTO 34004KT 10SM CLR 24/23 A2990 RMK AO2 LTG DSNT SE SLP129 60000 70025 T02350226 10241 20227 53014 $
Flight context
- N82EM
- JDI Holdings
- GLEX
- KLSV → KTTS
- 2026-04-15 01:54 UTC
- KTTS runway 15
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