skippydiesel

Grease & brakes are not usually compatible - always a first time. If going down the slipy track, I suggest using a high temperature lubricant, like graphite, rather than an oil based lubricant.😈

Only third party/general knowledge of Jabs but am on my second Rotax 912 ULS, so have some deeper understanding of the engine - What's the problem?😈

Nicely put Onetrack - more concise than the same opinion /advice I gave earlier. The way I see it is - The property owner/manager/event organiser, should act as if they have a much loved family member proposing to land on their strip. Yours & my advise will pretty much achieve the best outcome. Its not fool proof, however I would hope a court (if it came to that) would deal favourably with someone (a Club) that is able to demonstrate they did everything in their power to advise pilots/visitors. Being able to show a document/email signed/sent by the aggrieved pilot , acknowledging receipt of the advise. will go a long way, in favour of the organisers😈

No experince on your aircraft type so pure speculation on how to remove; You will need to expose the bottom of the stick, to free up the PTT wires. This may be as simple as unplugging spade/bullet connectors & removing cable ties OR you may have to cut the wires. If cutting do so with care and a plan to reconnect/install. Its likly that once wires free, you can then slide (with difficulty) the hand grip up - the PTT switch will go with it. Once the handgrip is off the stick removing the switch should be easier. depending on how the switch has been secured Vice Grips, used with care, may be your friend😈

Years ago I helped a pilot friend diagnose/fix his brake problem that had lived with for years. Turned out his mechanic had assembled the callipers with the rubber buckets in the wrong orientation. Easy done, easy fix😈

It sounds like a split/independent brake system (like mine) - Air bubbles in one side will tend to give uneven brake pressure. The "good" side taking most of the braking loads, getting hotter. The only similarity with a car brake system is the hydraulic theory - its has more in common tractor system (independent brakes)😈

Hi Danny, Yes the Sonex Legacy almost flies, in Cruise, hands & feet off. Very light controls. I say almost, because its designed as an aerobatic aircraft (Neutral stability ?) which does mean it does not return to set level/direction if disturbed. No rudder inputs are required, assuming no steep turns initiated, once established in Cruise, unlike the Zephyr which seemed to like / respond very well to rudder at all stages of flight.

There is a real danger that those with "Top Gun" phantasies, will complicate what should be a simple system and in doing so have less reliable electrical control . Dont know to what aircraft Lyndon is wishing to fit this fancy "stick grip" If its anything less than a military turboprop trainer, he might like to consider - what is to be achieved by doing so?😈

Just another , random. thought - Are you using the correct brake fluid for your system?😈

Speculation: A brake gets hot due to friction. Friction, in this context, is when two materials/surfaces moving at diffrent speeds make contact. Two identical (?) brake systems should deliver the same temperature IF the same forces are applied. Is this an independent brake system (as in castering tail /nose wheel) or a single acting Master Cylinder system? Glazing is more likly to result in cooler(less effective) brakes as the smooth surface of the glazed disk results in less friction. Difference's in materials (brake pad/disk) are likly to result in diffrent temperatures. Differences' can be caused by contamination. Oil is a common one, but other substances eg metal filings can have a similar effect. Do you wash your brakes? If so could detergent residue be contaminating the surfaces? Misalignment of calliper Incorrectly assembled or manufacturing defect, may cause the slave cylinder piston to not retract, causing the brake pad to rub/bind at all times, generating some heat that just increases with braking effort Air in one brake line/system 😈

Sorry, no recollection - possibly yellow box.😈

All true, could not agree more. For those contemplating a "open to the flying public" event, most of the precautions are realy just common sense/curtesy. Why would you not; Warn of hazards that are not in your control to remove. Give information on landing ground conditions, etc Have some degree of aircraft/people/vehicle movement control. Get pilots intending to fly in, fill out an RSVP (that includes words to the effect"........ at your own risk"😈

PTT from JayCar is the centre one above😈

Better - more advanced pic; PTT buttons are from JayCar😈

Received new DC ear cup/dome Thursday. Had great fun dismantling, reassembling wiring etc. Tested Friday - all good including ANR (noise cancelling). My thanks to Bushcaddy105 - his suggestions have worked very well. 😈

In Cruise, I fly with the proverbial "two " fingers, about midway down the stick, so that my arm rests on my knee/thigh. I may add further fingers, as required, in strong turbulence. My hand turned "grips" look good, are comfortable, do give my hand a place to reside in more demanding stages of flight - TO, Climb, descent to Landing.😈

I am not a lawyer, so the following is speculation based on a little knowledge and some experince running public events. As I understand it - a limited yes. A waiver will not avoid responsibility for things like: Not declaring an unsafe situaton, known or should have known about. A deliberate act or failure to act, by the owner/operator or their designee, creating an incident. Falsifying something that leads to an incident eg best I can come up with at short notice, might be something like overstating the length /condition of the landing ground. Failing to adequately supervise/control the movement of aircraft, vehicles, people and even livestock, such that they not cause an incident. Licensed pilots who elect to land at private strip, do so at their own risk, subject to the owner/operator declaring all known hazards (if exist) taking reasonable (in the circumstances) precautions to keep everyone safe and signing "a waver" agreeing to landing/taking off at their own risk The only reason that a document , needs to be signed & returned, by pilots intending to use the landing ground, is that the owner/operator has a record of their willingness to attend at their own risk.. Simply posting a notice saying the same thing, is open to a pilot claiming they never saw it.😈

Correction - I fitted a CARMO CARR5115 MOSFIT VR not a 5005.😈

I don't think there is any under GA either. The RAA/GA rules/ regulations all come from CASA. Going back to the original question on insurance & student liability. Its my contention that the student is, at all times, under the supervision of the Instructor ergo the Instructor is PIC. Therefor can not be liable for any incident while so supervised. If not liable, not responsible for insurance. That at some time the student may go solo, only changes the degree of direct control, not the basic premise, that is they are still under supervision. The loose /miss use of the phrase "Pilot In Command" for a student going solo, muddies the waters. It misrepresents the actual legal situation, as it suggests that the student has moved from the Instructors supervision, thus making them liable for contribution to an insurance claim, should one occur. While I agree that the student is on a journey of increasing aviation skill/knowledge and responsibility, I do not think they become fully responsible (PIC) until licensed/certified ie are no longer a student. Ergo they can not be held responsible for any part of an insurance claim (obviously wilful damage, straying from the agreed flight plan, etc may modify this in whole or part). CASA has erred in the use of the phrase PIC, when applied to a student. A more correct phrase may be something like Student Pilot in Control ie continuing the reality, that the Instructor is the responsible party, the PIC. Note; Command has never inferred that direct (hands on) control is a necessary condition of its use. My pedantic focus on the word " Command" is because I feel that it is the miss use of this word, that is key to the debate on students being coerced into signing a document that commits them to pay the excess, on any insurance claim, for the aircraft they are using, that may occur. It has been an interesting debate (thanks BrendAn) however I suspect that this matter (student/insurance/Command) can only be resolved in a court, assuming CASA and the Flying School(s) practising the coercive student insurance participation, do not read my threads😈

As for Thruster - please provide details as soon as you have them . Part of the pleasure , for me, is the planning & expectation 😈

Septembers a long way away - something to put in the colanders when you supply details. There are quite a few towns that claim to be the Central NSW - Cobar, Condobolin, Hilston come to mind - tad vague😈

Unfortunatly no. Very Very Disappointed. Had been looking forward to & planning for both away trips for months. Purchased new camping equipment and all. Had the Sonex loaded & fuelled - Voltage Regulator failure caused me to return to The Oaks about 5 minutes after TO. Repair not feasible, in the short term, so missed Old Station as well. New CARMO CARR5005 VR now installed - with 2 hrs on the Hobbs performing well - long may it continue to do so.😈

Yes if you wish, however I would prefer a considered analysis, of the last significant post I entered on the word Command. It is the correct meaning/use of this word, that I consider key to your question on insurance, as it indicates the rights & responsibilities of the pilot.😈

Its definitely looks like a work vehicle😈

More attack, with no attempt to analyse. This has always been the strategy of the closed minded - The joke, my friend is on you😈