EmergencyDescent — FFT1745

2026-08-18 03:14 UTC· TJSJ → KMCO· UMB BANK NA TRUSTEE· A21N

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FFT1745 (UMB Bank NA) was operating from TJSJ to KMCO on 2026-08-18. SkyMeter detected a emergencydescent at 03:14 UTC. Trace data at the event: 31318 ft AGL, 487 kt GS. Approach stability score: 72/100. 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 7 kt wind, 3 kt crosswind component. Detection algorithm and known limitations: see SkyMeter methodology.

Active FAA TFR during this flight

Source: FAA TFR archive (hourly snapshot)
  • SECURITY5/2809 2025-10-20 12:00Z – 2026-10-20 12:00Z SFC–2,000 ft

    Palm Beach, FL, Monday, October 20, 2025 through Tuesday, October 20, 2026 Local

    View FAA NOTAM →
  • SPACE OPERATIONS6/4820 2026-08-18 00:21Z – 2026-08-18 01:49Z SFC–180 ft

    Cape Canaveral, FL, Monday, August 17, 2026 Local

    View FAA NOTAM →
  • SPACE OPERATIONS6/4822 2026-08-18 00:21Z – 2026-08-18 01:49Z SFC–180 ft

    Cape Canaveral, FL, Monday, August 17, 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

  • 31318 ft AGL at event
  • 487 kt ground speed
  • 0 fpm vertical
  • Approach stability 72/100
  • 7 kt wind
  • 3 kt crosswind component

Flight context

  • FFT1745
  • UMB Bank NA
  • A21N
  • TJSJ → KMCO
  • 2026-08-18 03:14 UTC

All events on this flight

EmergencyDescent 03:14:01 UTC · · 31,318 ft AGL · 487 kt GS
EmergencyDescent 03:14:01 UTC · · 31,318 ft AGL · 487 kt GS
EmergencyDescent 03:14:01 UTC · · 31,318 ft AGL · 487 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