HondaJet in the drink, Oregon, 4/7

HondaJet in the water about 0605L. By 1020L, a salvage company had completed removal of the aircraft from the water using a floating crane. That is quick service.
 
N826E
Landed OTH runway 5 at 1306z

On and off rain showers and a steady breeze from the south (mostly tailwind) at the time.

KOTH 071256Z AUTO 19008KT 10SM SCT019 BKN050 OVC060 11/10 A2995 RMK AO2 RAB15E55 SLP142 P0001 T01110100

TAF KOTH 071130Z 0712/0812 20010G20KT P6SM -SHRA BKN010 OVC015
FM072000 22012G22KT P6SM OVC025
FM080200 18007KT P6SM VCSH OVC050
 
Nearby roads were definitely wet at that time and it was still dark (40 minutes before sunrise). Tower was still closed.

Looking at the ADS-B, they seemed to do the DME arc to the ILS Runway 5 approach. At 3,000’ forecast winds were roughly 210° at 35 knots, so a crosswind for the first part of the arc, changing to a quartering tailwind for the latter and a near complete tailwind on final.

Groundspeed at the beginning of the arc was around 200 knots, speeding up to 235 as they neared the lead radial. As they turned from the arc onto a 12NM final, groundspeed briefly got up to 245. The CTAF audio has them clicking the runway lights on as they established on final at 0602 and subsequently they made call that they were inbound on the ILS.

At the FAF, 3.9NM from the threshold, ground speed was 150 knots. Altitude seemed to be reasonable for the published glideslope.

Groundspeed then bled to about 125 knots by a half mile final. At the time of landing, the one minute AWOS reported wind 16009KT 10SM -RA FEW019 BKN050 OVC060 11/10 A2995

Assuming a landing weight of 8500lbs, landing flaps, no ice protection, the HJet AFM specifies a VREF of 105. Sea level and 11°C gives a landing distance between 3100 and 3200 feet on a dry, flat runway, no wind.

Assuming a -5 tailwind, the corrected landing distance increases to between 3361-3464’. With a -10 tailwind component, it would be 3612-3717’. The AFM recommends to increase the landing distance by 30% on a wet runway, so that brings it to 4369 to 4832’, respectively, based on the assumptions above and not counting the effect of any potential indicated speed above vref. The runway at OTH is 5980’ long.
 
Flying Keys said:
Nearby roads were definitely wet at that time and it was still dark (40 minutes before sunrise). Tower was still closed.

Looking at the ADS-B, they seemed to do the DME arc to the ILS Runway 5 approach. At 3,000’ forecast winds were roughly 210° at 35 knots, so a crosswind for the first part of the arc, changing to a quartering tailwind for the latter and a near complete tailwind on final.

Groundspeed at the beginning of the arc was around 200 knots, speeding up to 235 as they neared the lead radial. As they turned from the arc onto a 12NM final, groundspeed briefly got up to 245. The CTAF audio has them clicking the runway lights on as they established on final at 0602 and subsequently they made call that they were inbound on the ILS.

At the FAF, 3.9NM from the threshold, ground speed was 150 knots. Altitude seemed to be reasonable for the published glideslope.

Groundspeed then bled to about 125 knots by a half mile final. At the time of landing, the one minute AWOS reported wind 16009KT 10SM -RA FEW019 BKN050 OVC060 11/10 A2995

Assuming a landing weight of 8500lbs, landing flaps, no ice protection, the HJet AFM specifies a VREF of 105. Sea level and 11°C gives a landing distance between 3100 and 3200 feet on a dry, flat runway, no wind.

Assuming a -5 tailwind, the corrected landing distance increases to between 3361-3464’. With a -10 tailwind component, it would be 3612-3717’. The AFM recommends to increase the landing distance by 30% on a wet runway, so that brings it to 4369 to 4832’, respectively, based on the assumptions above and not counting the effect of any potential indicated speed above vref. The runway at OTH is 5980’ long.
Click to expand...
Yeah, now the touchdown point becomes important.
 
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