Philster2001

Ah, thanks for pointing out the light status I missed in the manual! Looks like it means my unit is functioning correctly now - flashing ADSB light, so at least users of other EFB’s than OzRunways (which I use) or other suitable Nav aids should be able to see me…thanks for all the helpful replies - much appreciated!

Thanks, I think I’m still confused as ever about the FlightRadar24. Maybe a better question to ask is - is the flashing ADSB light the correct operation of that light or should the light be solid green like the GPS light? Of course the user manual has nothing about the operation of the lights! The reason that it originally came to my attention was that a commercial flight inbound for Albany ( flying doctor I think) said they couldn’t see me in the circuit, and that made me wonder whether it was because my Skyecho 2 wasn’t configured correctly….

So, once I received my ICAO hex code from CASA for my Jabiru J170 and configured it in the Skyecho 2, the ADSB light now comes on and flashes consistently after power up. But I still can’t see myself on FlightRadar24 - does flight radar use ADSB or does it only show aircraft that have a normal transponder as well? My Jab is not transponder equipped. cheers

So, once I received my ICAO hex code from CASA for my Jabiru J170 and configured it in the Skyecho 2, the ADSB light now comes on and flashes consistently after power up. But I still can’t see myself on FlightRadar24 - does flight radar use ADSB or does it only show aircraft that have a normal transponder as well? My Jab is not transponder equipped. cheers

Also have contacted CASA for a ICAO code…

Thanks will definitely try that when I’m at the plane next…cheers

Hi, I have a SkyEcho 2 which I use with OzRunways. I can always see other traffic no worries (dark blue dots), but only the GPS green light comes on, and I've had times when it seems other ADSB equipped aircraft can't see me, and I can't see myself on FlightRadar24 (should I be able to?). I'm having trouble finding out whether the ADSB light should come on or if I've configured it wrong to transmit my information. Ozrunways seems to be configured Ok for transmit. Any help is appreciated. Cheers

Agree with facthunter that it’s not that much fun flying in stinking hot weather, without even saying anything about engine management. If you’re happy not to need to go swimming anywhere then any time mid autumn to mid spring would be my choice, even if you have to deal with some interesting weather conditions. My comments about not being in a hurry again come to mind. Delays = read a book, watch Netflix, or in my case work online… 🙂 As far as carrying fuel is concerned, I had no issues carrying a low shaped 20L plastic Jerry can on the passenger floor (when I was solo of course), strapped to the seat so it couldn’t slide forward onto the rudder pedals - that was in a Foxbat.

Hi Skippy, Yes, I refuelled at Port Pirie (98), Ceduna (98), Nullabor (95only) and Balladonia (98). The Balladonia top up was just contingency in case of a major diversion due weather, which I didn’t need - landed in Esperance with 60L still in the tanks. Didn’t need Avgas, as I chose to refill 4 x 10L plastic Jerry cans with 98 in town at both Port Pirie (taxi cab) and Ceduna (friendly local pilot, no taxi cab). Nullabor was aircraft taxi up to the bowser, and Balladonia only a short walk to the bowser. No landings at ASIC controlled airfields, as far as I could see… 🙂 Definitely would recommend the coastal route as the scenery is spectacular! Not much to see in the Goldfields and Wheatbelt unless you have somewhere specific to visit - eg Wave Rock. Yes, I agree the weather is likely to be slightly more kind to you further inland, but 95/98 is definitely less available - I’m told Forrest only has Avgas, but I could be wrong - phone to confirm I guess. If you stay coastal just remember the golden rules - never be in a hurry, plan for delays/diversions and stop at places where there is fuel and accomodation.

Hi Skippy, Sounds like you’ll also be having some fun flying! I’m a member of the Serpentine club and currently have my Lightwing SP2000 there for sale as it’s not certified for training. I live in both Perth and Esperance, so I might be there when you get there…let me know when you plan to be there and we can raise a glass together maybe… 🙂 (8 hours before flying of course - haha!) I’d do the trans Aus trip again in a heartbeat - hoping to be able to do more touring flights in the J170 - maybe Uluṟu and the top end in winter could be on the bucket list… cheers

Hi Skippy, I departed Wentworth bound for Flinders Field (east of Port Augusta) at about 1pm Thursday, but had to divert to Waikerie due low cloud and showers over the hills. There was a chap in a workshop there working on his glider, and he gave me some local knowledge about a possible low terrain route zig-zagging through the hills to the Clare Valley (dodging wind turbines galore!). Turned out perfectly and I made my way through to Port Pirie, landing nice and comfortably before last light. Stayed the night there, got some 98ULP in town the next morning, then headed direct to Ceduna (slow flight due to 20Kts right on the nose!). Stopped at Ceduna for fuel and some lunch (friendly local pilot helped me as no Taxi's in Ceduna!), then on to Nullabor Roadhouse, where I knew I could taxi up to the bowser (a friend had recently done the reverse trip from Esperance to Gold Coast in his Super Petrel seaplane, and filled up there). Then tried to make it through to Border Village but some showers blew in from the ocean on a southerly, so turned back after about 30NM. Had a very nice dinner and a comfy room there for the night (I work online to fund my obsession with aviation so need power to charge my 3 laptops 🙂). Next morning was fogged in until about 9:30 local time, but I knew I was picking up 1.5 hours with the time change to WA time, so I was confident I could make it direct to Esperance if the weather was kind (the J170 has very long legs - 9 hours endurance on full tanks!). But of course the weather was not so kind and there was a band of showers in a direct line from Geraldton to Israelite Bay and headed perfectly in that same south easterly direction! So I dropped into Balladonia (after one of my SARtime friends rang them to ask about the condition of the strip), topped up the tanks in case of further diversions, had a coffee, then by about 2:30pm the front was starting to thin a bit to the north near Norseman, so I decided to head further west to see if I could find a hole through the showers. I got to Southern Hills and sure enough a small hole opened up directly south, so I made a run for it and the front was only about 5 mins wide. That took me on a direct course for Esperance, and gave me a very generous 20Kt tailwind, and perfect smooth conditions at 2500. Lovely way to end my flight 🙂 Some of my learnings from the flight (my first trans Aus one): 1. Plan, plan, plan - NAIPS, BOM, Windy, Ozrunways, local knowledge (don't ever be afraid to ask questions and network, but obviously you are PIC so you make the final decisions). 2. Brush up on your crosswind landings because sure enough you're gonna need some! 3. Have a team of SARtime friends to support you (sometimes 4G dropped out and I was able to get weather radar screen shots through on 3G text messages from one of my pilot SARtime friends). I kept all 4 of them updated regularly on all my legs, so felt much less isolated. 4. Phone ahead for availability of fuel and accommodation - Nullabor Roadhouse only has 95 and the Jabs run best on 98, but its Ok to shandy them for a short time with Mogas (or even AvGas if I had to divert to Forrest). And carry spare Jerry cans (I have 4x10L empty in the back). 5. Be prepared for diversions and turn-backs due weather - have plenty of alternates planned, and enough fuel to cater for long diversions if required. 6. The final and most important principle that I apply to all of my flying is - never be in a hurry! I had 7 days up my sleeve to get back to Esperance (running my flight school again from this Thursday), so I was confident that I could make it in time. But I was also prepared to be stuck somewhere on the Nullabor if the weather turned atrocious, as it sometimes can. Remember - take-off is optional, landing is mandatory! Cheers

Yes, but technically it's not that hard to put a convex camber on a gravel strip so that the water runs to trenches down the edges. That's what we have here at the Myrup Fly-in Estate (Esperance). We get a lot of rain here in winter and the strips are both totally serviceable soon after it rains...

Hi All, Just arrived home in Esperance WA after picking up my new (to me) Jabiru J170 in Wentworth NSW. 3 days, 2 nights, 1269NM, 15.5 hrs flying, dodging low clouds and rain showers. Very satisfying, my first trans Australia trip in a light aircraft. One small rant though, about airstrip maintenance across the Nullarbor. I had to dodge rain showers and low clouds most of the way, turned back and diverted a number of times. See the photo for the condition of one of the airstrips that I wanted to use as an alternate - completely unserviceable, and from previous experience, extremely dangerous to use in any kind of wet weather. I won’t name the strip, but I feel that the owners need to take responsibility for maintaining their airstrip, or at the very least, place a white cross on the strip when it is in this condition. Australia is a huge country and there are limited airstrips available on trans Australian trips like the one I just did. Am I being too critical? Wondering what others think…

Found one…cheers