Diversion — UPS5025

KEWR · 11

2026-03-14 12:19 UTC· KBDL → KEWR· C C & E I LLC· B763

UPS5025 (C C & e I) was operating from KBDL to KBWI (Baltimore/Washington International Thurgood Marshall Airport) on 2026-03-14. SkyMeter detected a diversion to Newark Liberty International Airport (KEWR) on runway 11 at 12:19 UTC. Peak altitude 15,402 ft, turnaround area near Peach Lake, US. Approach stability score: 51/100. 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 11 kt wind, 3 kt crosswind component, 16,093 m visibility. Detection algorithm and known limitations: see SkyMeter methodology.

Active FAA TFR during this flight

Source: FAA TFR archive (hourly snapshot)
  • SECURITY5/2811 2025-10-20 12:00Z – 2026-10-20 12:00Z SFC–1,000 ft

    NEW YORK, NY, Monday, October 20, 2025 through Tuesday, October 20, 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 11
  • 10 ft AGL at event
  • 120 kt ground speed
  • 0 fpm vertical
  • Approach stability 51/100
  • 11 kt wind
  • 3 kt crosswind component
  • 16,093 m visibility
  • METAR KEWR 261451Z 01022G30KT 10SM -RA SCT016 BKN028 OVC040 14/12 A2979 RMK AO2 PK WND 36033/1417 RAB17 SLP088 P0000 60045 T01440122 51002 $

Flight context

  • UPS5025
  • C C & e I
  • B763
  • KBDL → KEWR
  • 2026-03-14 12:19 UTC
  • KEWR runway 11

All events on this flight

Diversion 12:19:12 UTC · KEWR runway 11 · 10 ft AGL · 120 kt GS
Diversion 12:19:12 UTC · KEWR runway 11 · 10 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· KEWR