Long landing rollout — UAL1287
KCDW · 222026-06-09 21:17 UTC· KSLC → KCDW· UMB BANK NA TRUSTEE· B38M
UAL1287 (UMB Bank NA) was operating from KSLC to KCDW on 2026-06-09. SkyMeter detected a long landing rollout at Essex County Airport (KCDW) on runway 22 at 21:17 UTC. Trace data at the event: 6 ft AGL, 10 kt GS, 0 fpm vertical. Approach stability score: 58/100. 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 7 kt wind, 3 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)- SECURITY6/4167 2026-06-01 06:00Z – 2026-07-21 05:59Z SFC–400 ft
Salt Lake City, UT, Monday, June 1, 2026 through Monday, July 20, 2026 Local
View FAA NOTAM → - SECURITY6/5861 2026-06-09 12:00Z – 2026-06-11 21:00Z SFC–1,000 ft
East Rutherford, NJ, Tuesday, June 9, 2026 through Thursday, June 11, 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 22
- 6 ft AGL at event
- 10 kt ground speed
- 0 fpm vertical
- Approach stability 58/100
- 7 kt wind
- 3 kt crosswind component
- 16,093 m visibility
- METAR KCDW 191253Z 05008KT 10SM SCT060 17/08 A3020 RMK AO2 SLP231 T01670083
Flight context
- UAL1287
- UMB Bank NA
- B38M
- KSLC → KCDW
- 2026-06-09 21:17 UTC
- KCDW runway 22
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