EmergencyDescent — N810JB

2026-08-27 21:12 UTC· KAVL → KPBI· UNIFIED AIR SOLUTIONS LLC· C56X

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N810JB (Unified AIR Solutions) was operating from KAVL to KPBI on 2026-08-27. SkyMeter detected a emergencydescent at 21:12 UTC. Trace data at the event: 26027 ft AGL, 385 kt GS. Approach stability score: 40/100. 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 9 kt wind, 7 kt crosswind component. 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 →
  • SECURITY6/7271 2026-08-24 12:30Z – 2026-08-29 06:00Z SFC–2,500 ft

    MAYPORT, FL, Monday, August 24, 2026 through Saturday, August 29, 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

  • 26027 ft AGL at event
  • 385 kt ground speed
  • 0 fpm vertical
  • Approach stability 40/100
  • 9 kt wind
  • 7 kt crosswind component

Flight context

  • N810JB
  • Unified AIR Solutions
  • C56X
  • KAVL → KPBI
  • 2026-08-27 21:12 UTC

All events on this flight

EmergencyDescent 21:12:19 UTC · · 26,027 ft AGL · 385 kt GS
Unstable approach 21:24:26 UTC · KPBI runway 28R · 1,098 ft AGL · 131 kt GS
EmergencyDescent 21:12:19 UTC · · 26,027 ft AGL · 385 kt GS
Unstable approach 21:24:26 UTC · KPBI runway 28R · 1,098 ft AGL · 131 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