skippydiesel

On 11/11/2023 at 8:37 PM, spacesailor said:

Now November 

Not a whisper. 

spacesailor

Hi Spacesailor. Didnt see this post, sorry.

If Granddaughter still looking for a TIF, I may be able to help. I am based at The Oaks International (just up the road from Camden) Only one little problem - my Sonex is weight challenged, so passenger must be of slight build and I need advanced warning so as to be sure fuel load also suitable.

Had a terrific short fly this afternoon - perfect weather, visibility unlimited, smooth as silk at 5500 ft😈

On 18/06/2025 at 2:50 PM, Blueadventures said:

I use the Bendix brake grease product, blue colour and also put a smear between caliper piston and back plate of brake pad to reduce squeaking.

Good for you. So a lubricant actually designed for this purpose - not something someone found on the workshop shelf that they thought might just do the job.😈

4 hours ago, BrendAn said:

Is that like when you sent me a DM advising me not to offer McKay heater hose to people then a couple of months later you were saying McKay hose was good quality 

?????????????????

NOTE: I have NO experience with MCKay hoses. I have found that they offer an astonishing range, which may be of benefit to someone wishing to try them - end of story.😈

Just now, BrendAn said:

been using antisieze on caliper pins for 40 years and i have never seen it leak onto the pads.

Your point being you have been indulging in a questionable practise & got away with it. So now preaching your belief to others.

Why the vigorous response - all I did was introduce a word of caution.😈

20 minutes ago, BrendAn said:

Skippy is just trolling for a new debate because I dropped out of the last one.

BrendAn - Your just sour because you weren't up to the debate. Closed minds usually stay closed, no matter how hard you try 😈 

22 hours ago, BrendAn said:

...............  anti sieze is good too. 

Why risk contaminating your pads - may result in replacing them ($$$$$). Best not to use any oil based product if there  is the slightest chance of the material migrating - just saying.😈

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?😈

17 hours ago, onetrack said:

You can advise "at your own risk" all you like, but if someone crashes on your property, and they're injured or even killed, all it takes is one clever lawyer to advise the injured party or their spouse/close relatives that you failed in your duty of care, and the lawyer for the complainant has found a reason to pursue a claim - then your advice about "at your risk" is worth very little in any ensuing legal action.

 

To protect yourself, you really need to carry out an airstrip Risk Assessment, record the details, and initiate a Safety Plan (and record that, too), thus ensuring that you took satisfactory steps, that met your Duty of Care to your airstrip users.

New territory that people have not ventured into previously can contain hazards that they're not aware of. You must make sure all hazards are logged, and the details provided to the airstrip users.

 

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😈

14 hours ago, danny_galaga said:

Definitely the correct fluid. It's a mineral oil system. Just using what's recommended. My experience with hydraulic brakes in cars is that if you have air in the system, the reverse of what you are implying happens. Ask me how I know 😂 

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)😈

11 hours ago, danny_galaga said:

Two fingers? Luxury! The Bushcat has very heavy ailerons. Have to lead with rudder. I suspect if ever I needed to fly an Edwardian aircraft, I would need no further training 😄

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

😈

15 hours ago, Moneybox said:

Very nice, what timber did you use?

Sorry, no recollection - possibly yellow box.😈

12 hours ago, Moneybox said:

Doesn’t anybody take responsibility for their own actions these days?

 

We shouldn’t always have to worry about who’s going to pay when an accident happens. Accidents are just that, take responsibility for the part you played in it and move on. Lawyers love this stuff, they thrive on litigation and most of it could be avoided if we just accepted responsibility without looking for somebody to blame when things go wrong.

 

its this sort of mindset that holds us back from just enjoying a good carefree weekend away with friends in the way that used to when growing up. How ridiculous is it that the land owner who offers his property for others to enjoy has to worry about those using it will possibly sue him for damages if they make a mistake?

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.😈

4 hours ago, Thruster88 said:

One concern we have is if someone bends their aircraft. Since PIC has been topical lately who is responsible at an unlicensed private strip, the pilot or the strip owner. Does a signed waiver have any legal value?  

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.😈

38 minutes ago, T510 said:

Unfortunately there is no provision for ICUS under RAAus. Seems to be a shortcoming in their regulations

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😈