Diversion — EJM22
KCLE · 24R2026-08-15 21:24 UTC· KTEB → KCLE· SAUVAGE MT LLC· G280
EJM22 (Sauvage MT) was operating from KTEB to KCLE (Cleveland Hopkins International Airport) on 2026-08-15. SkyMeter detected a diversion to Cleveland Hopkins International Airport (KCLE) on runway 24R at 21:24 UTC. Peak cruise altitude FL381, turnaround area near Potter, US. Approach stability score: 89/100. 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)- AIR SHOWS/SPORTS6/3193 2026-08-14 19:30Z – 2026-08-16 20:00Z SFC–16,000 ft
Akron, OH, Friday, August 14, 2026 through Sunday, August 16, 2026 UTC
View FAA NOTAM → - VIP6/4493 2026-08-14 20:15Z – 2026-08-16 22:30Z SFC–17,999 ft
Bedminster, NJ, Friday, August 14, 2026 through Sunday, August 16, 2026 Local
View FAA NOTAM → - VIP6/4494 2026-08-14 20:15Z – 2026-08-16 22:30Z SFC–17,999 ft
Bedminster, NJ, Friday, August 14, 2026 through Sunday, August 16, 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 24R
- 0 ft AGL at event
- 0 kt ground speed
- 0 fpm vertical
- Approach stability 89/100
- 0 kt wind
- 0 kt crosswind component
- 16,093 m visibility
- KCLE 041530Z AUTO 31007KT 10SM SCT050 SCT100 22/21 A3003 RMK T02200210 LTG DSNT SW AND NW! OCNL LTG DSNT NW MADISHF
Flight context
- EJM22
- Sauvage MT
- G280
- KTEB → KCLE
- 2026-08-15 21:24 UTC
- KCLE runway 24R
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