JG3

Crossing Bass Strait

Planning for crossing Bass Strait isn’t all that difficult. There’s a well-worn track from island to island, with the longest over water stretch 32nm. At 8500ft and with an 8:1 glide ratio, that’s 11nm, say 10 with a margin, so that leaves only 12nm out of reach of land.

Yarram is the best airfield to start from. It’s closest to the Strait, and has NextG coverage to study the weather, very important. There’s excellent facilities there, with an open clubhouse with tea/coffee, microwave, (surely you have some tinned food along....), a bunk room, and even a comfy lounge with TV. Might need to wait there and watch the weather until it’s really OK. With mobile coverage and iPhone or equivalent these days you can get really excellent weather information. You can phone ahead to AWIS at Flinders for local conditions there. If cloud base is below 3000ft, glide distance is much reduced and there’s a chance of no radio to Melbourne..... Of course you don’t go over cloud, eh, I certainly don’t. I was sure glad I went under the thickening cloud that I encountered at Deal on the return trip – there were absolutely no holes left anywhere when I got to the mainland.... At 2500ft I didn’t have radio direct with Melbourne so no sked, but other aircraft could relay if had to do a distress call – not as comfortable as I’d like next time..... The weather can be unsuitable for days at a time so patience required..... The problem is getting both ends right at the same time; this is a transition zone between mainland and island weather influences. A long time Tassie pilot with thousands of hours of fish-spotting experience, reckons that March/April is the best time for flying Tassie – often a big high right over the whole area.

It’s 98nm from Yarram to Flinders Island, with three islands along the way.

Yarram to Cliffy 23nm, another 20nm to Hogan, another 23nm to Deal, and then the longest stretch 32nm to Flinders Is, with several small rocky outcrops across that last portion. I’ve had a look at Cliffy and Hogan, and they have flat shrubby areas suitable for ditching – they’ll be a lot rougher than they look from the air, so probably wreck the landing gear and bend the aircraft, but dry and survivable. Deal has a good airstrip to service the lighthouse, but it’s to be used for emergency only. Killiecrankie, right at the north end of Flinders has an excellent strip, a good place to land and ‘water the grass’ in celebration. From Flinders to Tassie is island hopping with only short bits of water, and good airstrips on Cape Barron, Preservation and Swan Islands.

I enter Cliffy, Hogan, Deal and Killiecrankie in the GPS as waypoints, and then always have the next in line as a ‘Direct To’ with the distance to run on the GPS, and keep in mind the distance back to the one just left behind. Then I can always know which is the closest, in order to continue or turn back. That also keeps right to mind the best location information for the sked, or to call in case of a ditching.... Far easier for someone on the other end of the radio to remember and visualize, for example, “....On track from Hogan to Deal, 10.4nm to run....”, instead of a jumble of Lat and Long coordinates.

There’s basic information in the back of the ERSA for ‘Bass Strait Crossings’. Setting up a sked with Melbourne Centre is certainly recommended. When you call on the area frequency, Melbourne will probably ask you to come back on another frequency such as 130.3, and set a time for you to respond. Be aware that that time will be in UTC, so be ready to think in UTC.

For the return trip, Lady Barron Grass on Flinders is the best strip to wait and watch weather. It’s right next to town with a shop and pub and NextG service, camping permitted, and a welcoming owner. You can phone AWIS at Latrobe Valley for conditions over there – maybe not quite the same conditions as the coast at Yarram but it’s the nearest. I doubt that Killiecrankie has mobile coverage.

So it’s quite doable, with a bit of planning.

JG

.........however if its a shorter nav, or even one where you know the land well (such as along the coast) its not really necessary because youll be able to get somewhere fairly easy by walking......An EPIRB could be just as essential for short flights.

 

Scenario:

 

Up for an early Sunday morning flight, engine goes real quiet, glide down silently, locals are inside at Sunday breakfast so don't notice anything, a stump in the deep grass causes major damage including a broken leg so no walking, no mobile signal down here in the grass, since it was just a short flight only have a small bottle of water, sun getting pretty hot by mid-day and throat getting very dry, no one at home knew exactly where you were going and not expecting you back home til late afternoon, could be dark before alarm is raised, leg is really painful now, mossies sucking the last moisture from you......... now sure wishing you had an EPIRB..........

 

JG

Here are some photos of the flight I did around Tasmania in January.

It was a good place to be while Qld was being flooded.....

But more than that, Tassie is a great adventure - so different from the rest of Australia.

Spectacular rugged coastline, spectacular mountains and lakes, gentle cozy farmland.

Lots of 'tiger country' but worth it.

I'd far rather be over rough country than cold water..........

I really hate getting into that 'life' jacket to cross the Strait, but it's sure worth it once over there.

It's not as far across the water as most think. The longest passage is 32 nm from Deal Island to Killicranky at the north end of Flinders Island, and that's with good airstrips both ends. Deal is only to used in emergency, but good to know it's there.

http://picasaweb.google.com/woblywallaby/TasmaniaFlight2011?authkey=Gv1sRgCN-Iy_GcsdCFGQ#

JG

ps- When the album comes on screen just click on 'Slideshow', then click on the right-facing arrow at the bottom of the screen to move to the next photo.

Having watched that video multiple times, I'm inclined to believe his claim that the elevator jammed.

He was unable to round out at all before the first contact, and unable to raise the nose at all before the second contact.

The aircraft never got anywhere near a stall angle of attack.

When the ground is looming up like that, the tendency is to haul back on the stick to raise the nose, but no sign of that at all.

I reckon all he might have been able to do is a short burst of power just before final impact in order to flatten the attitude and take the weight more on the mains.

Easy to say now after the fact, but not so easy in the heat of the moment......

I've had a jammed stick in a Savannah, but in my case it was on take off.

The bottom end of the stick only clears the floor by about 8mm, and a ballpoint pen had jammed under there.

In my case a strong heave on the stick crushed the plastic pen.

If it had happened on a landing round out, and been a harder object under there........

Now I've made a flexible boot around the bottom of the stick so stray objects can't get under there.

JG

G'day Ryan

I am presently in Tasmania on a flying tour in my Savannah. So only have the iPhone.

The Savannah and 701 cruise exactly the same. The Savannah is more STOL capable and climbs better.

Detailed comparisons are in my website at http://www.stolspeed.com

JG

Yes, Arkaroola is VERY aircraft friendly, and both premium unleaded and avgas fuel.

Excellent sharing of build info. It will benefit everyone.

Just one point to watch - lexan or any polycarbonate is destroyed instantly by fuel.

JG

i couldnt be more jealous! plan to fly the US in the next 5 years. gotta be the trip of a life time! would love to take my own savannah over there. do you know if its possible to fly an Aus reg plane in the US?

But have a think about the possibility of buying a used aircraft over there, flying your trip and then ship it back here. With the exchange rate and the state of the US economy, there's some real bargains in used aircraft at present. Could do your trip and pay for itself with the higher value back here. Quite a few aircraft being brought over for profit at present. There can be lots of snags in dealing with all those authorities and shipping companies, but if you do your homework properly it could be possible....

You'd need a PPL, and find out how the Homeland Security system (similar to ASIC) would work for a 'foreigner'.

Been tempted myself.........

JG

Here are some excellent photos posted by an American friend flying a Rans S7.

Come along for the ride.

http://picasaweb.google.com/griffthewordsmith/GriffSUSTripFall2010#

JG

Have a look at this one. Very well proven, and very versatile.

Krucker Manufacturing

JG

...want to cokeup the spark plugs on the 2stroke?...use a glide approach..(judge it well cos u probably wont get much result when u open the throttle)

JG

I double those comments on the South Grafton Fly In.

Not a great turn-out, considering the number of suitable aircraft within striking distance.

the rest of you really do need to make the effort next year, and join in the fun!

The more the merrier!

Always welcome new BS to add to the pile......

See ya there next year.

JG

I could just see the faces of the people if you pulled up to the camp ground at somerset dam in and anphibian... nice campgrounds too.Dave.

But do drop in to Kilcoy airfield and show us your Cheetah.

Sunday is the day most of us are out there.

0429 943 508 for local info on the day.

JG

Also Heck Field (Jacobs Well).

We have a very welcome invitation to come and stay in their new upstairs accommodation.

Call Roger Porter 3807 0790 or resident caretaker Clive 0403 038 239.

Listen carefully and determine if the revs really do drop the at much on each ignition.

For some unknown reason, sometimes the gauge shows more drop on one side than the other, but the true rev drop is the same.

Something to do with wiring........

Yes, definitely spray. Aerosol cans are ideal - it's only a small area and the enamel paint adheres well.

That's a Brolga prop, and this is how I had mine painted for years. No problems. Just clean the blades thoroughly with turps then scrub with a jex pad and paint. Keep the paint as thin as possible. Balance by spraying more coats of clear laquer on the lightest blade. If you've already tried ArmorAll then the paint won't stick at all......

I was just sent this link from a friend in USA who knows this company well.

They make carburetor boots and other rubber parts for Rotax engines.

Apparently it's a much superior rubber compound than the original.

Also stainless exhaust springs.

Rotax Parts Sale Carburetor Socket Boot Intake Vibration Isolators

Get Avtours quote by all means, then before you commit, talk to a couple of travel agents, you'll be amazed at the difference!

At William Creek I had the thinnest steak sandwich ever. The 'steak' would have been about 3mm thick. Must have been sliced in a bacon slicer.....

But it is a sad fact that so many of the outback roadhouses have been bought up by merciless quick buck artists. Those businesses are real goldmines now, what with the vast amount of road traffic these days. They know that most customers are just passing thro one time, and no local competition, so they don't care about reputation or repeat business.

One exception is Mungerannie on the Birdsville Track - warm welcome, excellent food, and helpful service. But the airstrip is not theirs, and is now closed to visiting aircraft......

We have three very active 701s at Kilcoy Airfield, also three Savannahs for comparison, about one and half hour drive from Brisbane. We're out there every Sunday morning. Most welcome. Probably get a fly in one....

JG

How's this for a real handy, affordable amphibian

Yeh, weather forecasting is really getting good these days, especially for those inland areas.

Just keep an eye on Water and the Land: Forecast Rainfall

I've been watching this site closely ever since that wet Narromine a couple of years ago.

It's always been very accurate several days in advance, especially for those weather systems that move across from the west.

The forecasters can now watch the progress and monitor the influences by satellite so well.

An iphone puts those images, plus the weather radar and satellite view right in your hand.

NextG signal just about everywhere at altitude.

We also used an iphone and that Forecast Rainfall site on our Centre Trip.

Because of that service we were able to fly a clear spell, then get out before the next big wet system moved in.

Absolutely invaluable, wouldn't go anywhere without it!

JG

Yeh, I've never been able to find a suitable static port on my Savannah. I have six different ports on different parts of the fuselage, and have also made up and tried one out on the wing at the pitot. None gave correct readings. The best I have found is inside the cabin, which gives accurate readings within 2 knots over the used range at 2000 ft when flying 4-way GPS. Of course the problem with in cabin static is the effect of opening vents, etc. Just opening the snap vents doesn't change more than a knot, but opening my opening window which I installed for photography jumps the ASI 6 knots. So have to be careful to keep it closed at t/o and landing when such an error could be serious.....

I look forward to hearing how that Jab style static works.

JG

A had an experience that makes never fly right at 5000 ft again. I was riding in the right seat of an Aero Commander courier flight from Horsham to Melbourne. The pilot requested IFR at 5000 and was granted permission, with the usual, ".....no IFR traffic..." I watched him very closely, and for the entire flight I never saw him do a scan out the windscreen! It took quite awhile for him to adjust and synch those twin engines, then he was busy filling out paper work. The only time he did look outside was to check on a thunderstorm that was just off our track, but he never scanned the rest of the horizon. I think that procedure is fairly common for aircraft flying IFR, and not expecting VFR aircraft to be at that altitude.

5000 ft is the lowest commonly used IFR flight level, and is used quite often for such short flights. When it says that we must be under 5000 I think that really means that our max altitude should be 4500.

JG