Diversion — EJA515

KPIT · 14

2026-08-13 22:20 UTC· KHYA → KPIT· NETJETS SALES INC, GRAYSON BRUNS, ANDERSON ED, POSTL JAMES J, MC· C68A

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EJA515 (Netjets Sales) was operating from KHYA to KMMU (Morristown Municipal Airport) on 2026-08-13. SkyMeter detected a diversion to Pittsburgh International Airport (KPIT) on runway 14 at 22:20 UTC. Peak cruise altitude FL418, turnaround area near Hawley, US. Approach stability score: 81/100. Scores in this band are observed on roughly 25% of approaches at this runway: one or more gates outside the per-runway tightest envelope, but still inside the typical operating range. METAR at the time reported 5 kt wind, 4 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 14
  • 1114 ft AGL at event
  • 120 kt ground speed
  • 0 fpm vertical
  • Approach stability 81/100
  • 5 kt wind
  • 4 kt crosswind component
  • 16,093 m visibility
  • KPIT 162251Z 25004KT 10SM FEW050 SCT110 BKN250 28/21 A3028 RMK AO2 SLP253 T02780211

Flight context

  • EJA515
  • Netjets Sales
  • C68A
  • KHYA → KPIT
  • 2026-08-13 22:20 UTC
  • KPIT runway 14

All events on this flight

Diversion 22:20:03 UTC · KPIT runway 14 · 1,114 ft AGL · 120 kt GS
Diversion 22:20:03 UTC · KPIT runway 32 · 0 ft AGL · 0 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· KPIT