Diversion — UAL2315

UAL2315 (United Airlines) was operating from KEWR to KMYR (Myrtle Beach International Airport) on 2026-08-16. SkyMeter detected a diversion to Raleigh Durham International Airport (KRDU) on runway 05L at 23:33 UTC. Peak altitude 16,992 ft, turnaround area near California, US. Approach stability score: 79/100. 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 8 kt wind, 8 kt crosswind component, 16,093 m visibility. Detection algorithm and known limitations: see SkyMeter methodology.

• VIP6/2748 2026-08-08 14:00Z – 2026-08-16 22:00Z SFC–4,999 ft

  THURMONT, MD, Saturday, August 8, 2026 through Sunday, August 16, 2026 Local

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• 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

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• 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

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• VIP6/5403 2026-08-16 20:15Z – 2026-08-16 22:00Z SFC–17,999 ft

  Morristown, NJ, Sunday, August 16, 2026 Local

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• VIP6/5404 2026-08-16 20:15Z – 2026-08-16 22:00Z SFC–17,999 ft

  Morristown, NJ, Sunday, August 16, 2026 Local

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• VIP6/4582 2026-08-16 21:45Z – 2026-08-16 23:30Z SFC–17,999 ft

  Morristown, NJ, Sunday, August 16, 2026 Local

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• VIP6/4583 2026-08-16 21:45Z – 2026-08-16 23:30Z SFC–17,999 ft

  Morristown, NJ, Sunday, August 16, 2026 Local

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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.

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