Well, the commonwealth countries flew a lot of Short Skyvans back in the day, but those are a lot bigger than a Cessna 210 or even a Caravan. They are also much uglier. They look like the box the airplane came in.
If I can fight my way through the storage room (junk room) and find my photographs I’ll be able to post what it was. It can easily be a case of mis-remembering but it stumped someone at the time who really knew airplanes.
Could it be the Gippsland Aeronautics GA8 Airvan?
I’d initially discounted it as a contender because you’d mentioned it being from a big name company and GippsAero isn’t a big name. Looking through the wikipedia article though, I see it was renamed the Mahindra GA8 at Oshkosh 2014 after GippsAero was purchased by Mahindra. Still not a household name like Lockheed, but Mahindra might fit the bill as a large international company not normally associated with producing aircraft.
At a glance, I would have thought that was a Cessna 208… especially in the CAP livery.
In other news, here’s an interesting oops from a couple days ago:
Nobody hurt, but that’s not gonna buff out.
This is apparently the old story of somebody calculating takeoff data for one runway scenario then trying to use that data on a different or partial-length runway. How exactly these folks managed to make a midfield takeoff when they’d planned full-length at a single-runway airport will be an interesting tale if we ever get it. I can think of several ways to make that mistake, some much more likely / reasonable than others.
The really ugly thing is that once you’re at non-trivial speed heading towards a runway end that’s closer than you expected and maybe closer than you’ve yet noticed, you’re totally in no-man’s land decision-wise. You have no idea if you can stop or takeoff or both or neither in the remaining distance. There is a max abort speed for the situation you started from. But you have no idea what it is or (worse) was.
All you know, in the generic sense of background knowledge, not of actionable parameters, is that the later you figure out your mistake the worse the outcome.
Aside:
It was mildly annoying that I had to read several articles to find one that had pix of even the same type of airplane, much less the actual accident aircraft. Lots of stock pix of random jets at random places. Because every article must have a picture of something. Grrr!
Here’s an interesting development. Tibet is not exactly independent of China, but this isn’t quite the usual story of a state-owned airline buying airplanes from a state-owned factory whether they like it or not.
The C919 will never be more than a niche aircraft, but there’s a decent chance it’ll be a commercial “success” by the metrics appropriate to a pathfinder product of a new manufacturer breaking into the biz.
Heh, saw that on the blancolirio YT channel over the weekend. ”It was at that moment,Your Captain realized, he’d f——d up” situation, for sure, but at the point you run out of options you have to do the most of the one you’re left with.
Gotta say, Embraer makes ‘em tough.
Runway lights? Were they mounted on a brick building?
Well… from other sources it seems he took out a whole bunch of other gear as he overran the runway by 500 meters before becoming airborne (more pics and graphics in that last link).
They would be the high intensity approach lighting for the opposite runway. They’re a significant installation.
Interesting indeed. Per Wikipedia Tibet Airlines has a current fleet of 43 aircraft, all Airbus A319/320 variations, so this is either doubling the size of their fleet or they will sell/lease back the Airbus planes once the C919 and ARJ21 planes come on-line.
And that Serbian Air; I knew there was a reason I liked flying on Embraer planes.
You know the single line of strobes on approach? The ones that ‘move’ toward the runway? I’ve always wondered how ‘fast’ they ‘travel’. Per the FAA:.)
The lights are spaced at 100’ intervals from the runway threshold outward to 2400’. Systems include sequenced flashing lights, which appear to the pilot as a ball of light traveling towards the runway at high speed (twice a second) and provide visual guidance for all landing categories (CAT I, CAT II, and CAT III).
So 2,400 feet twice per second. That makes 4,800 feet per second, or 3,272.727 smph, or 2843.922 kt. That seems incredibly fast. Did I do the math wrong?
Those approach lights are designed to be “frangible”. As in break off easily. They’re still getting whacked with an aluminum mallet at ~140mph, so damage to the mallet (AKA aircraft) is to be expected.
That’s what the nose gear is for. If they’re hitting the wing root then they’re driving over them and not flying.
Boeing found its sacrificial lamb:
Boeing also named Elizabeth Lund to the new position of senior vice president for BCA Quality, where she will lead quality control and quality assurance efforts.
Unless she gets authority to fire and to reorganize at will, and authority to delay at will, she’s simply the next sacrificial lamb.
I sure dont know which she is. But there will be blood.
The nose gear cannot clear a path as wide as the engines are.
They totally entered the light field with all three feet firmly planted on the ground and still trying to build speed to rotate. A shitty spot to find oneself.
The smart pilot in that unwelcome circumstance has already offset left or right enough to not run up the centerline lights. You ideally want your outboard engine on the inboard side to be outside of the footprint of the red sidebar lights. Put your outboard gear leg close to the runway edge lights and you’ll be close on an ICAO 50m wide runway. At least if you’re flying a 2-engine RJ on NB. It gets worse on a widebody; lots worse.
I wish her luck, the rot goes deep. Over time, cheating, short cuts, “not-my-job” attitudes become ingrained.
Absolutely. That’s why I said they drove through them instead of flying. It boggles the mind. I would think that would be a hard thing to explain.
If you get to the end of the runway too fast to stop and too slow to fly, you’re kinda stuck. Gotta do something. The least bad answer sux mightily and is not obvious.
Yeah, how the problem got started a mile behind you 45 seconds ago is gonna be tough to explain to the Boss. But right now it’s time to do some of that pilot shit and help 120 people to live to see tomorrow. Any brain bytes spent on recriminations right then is dangerous wasted effort that can’t help; only hurt.