Diversion — EJA852

KCHS · 33

2026-08-13 22:58 UTC· KWWD → KCHS· 3 SONS MEDIA LLC, ALLEN GOVERNMENTAL CONSULTING LLC, VARADHAN AS· C700

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EJA852 (3 Sons Media) was operating from KWWD to KIAD (Washington Dulles International Airport) on 2026-08-13. SkyMeter detected a diversion to Charleston Air Force Base-International Airport (KCHS) on runway 33 at 22:58 UTC. Peak cruise altitude FL453, turnaround area near Scotland Neck, US. Approach stability score: 88/100. Scores in this band are observed on roughly 50% of approaches at this runway and represent the centerline of normal operations. 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)
  • SECURITY6/0879 2026-08-06 12:00Z – 2026-08-14 20:00Z SFC–2,000 ft

    Laurel, MD, Thursday, August 6, 2026 through Friday, August 14, 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 33
  • 0 ft AGL at event
  • 0 kt ground speed
  • 0 fpm vertical
  • Approach stability 88/100
  • 0 kt wind
  • 0 kt crosswind component
  • 16,093 m visibility
  • KCHS 162156Z 10010KT 10SM FEW040 FEW250 29/19 A3027 RMK AO2 SLP250 T02890189 $

Flight context

  • EJA852
  • 3 Sons Media
  • C700
  • KWWD → KCHS
  • 2026-08-13 22:58 UTC
  • KCHS runway 33

All events on this flight

Diversion 22:58:51 UTC · KCHS runway 33 · 0 ft AGL · 0 kt GS
Diversion 22:58:51 UTC · KCHS runway 15 · 39 ft AGL · 120 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· KCHS