Disc Brake wear #45 #46

Disc Brake wear problem.
For Permit renewal, the pads were worn, but not worn out. However shortening the cable adjuster did no good because the brake cam at full travel wouldn't close the calliper. There is a bolt and spring wih a spacer sleeve at each end of the brake shoe/calliper. At the designed length it prevents the calliper closing sufficiently when the pads are actually only worn half way. I shortened my spacer sleeves from 1 1/8 inch down to 1 inch and then because of uneven pad wear I reversed the pads and the grip was fine - almost too much, N.B. After one flight the brake was reported as not working again, maybe have to go back to a fixed tailskid for braking!!!
Sportair say Rans have NO brake components for S4 . Apart from the hassle and down time it should be not too difficult to rivet and glue new pads. But first impression is that half the assembly is swaged together in a way that wont let me remove the second shoe to work on it. Also I'm finding it becoming more difficult to lift half the plane by the U/C (it weighs about 11stone) and at the same time insert a safe support block. I can't quite understand why the pads wore so irregularly. Its looks like something dragged saw teeth across and ripped bits out, I know I got grass wrapped around the last two flights, but could that have got in there and done it ?
If you ever found it a hassle getting the wheel and tyre off without dismantling the disc first, I think I have away of avoiding that. It involves changing one calliper bolt to a socket head, you can then access the bolt right through one of the wheel "spoke" gaps with an Allen key. Undo bolt, withdraw through the wheel "spokes". The calliper shoe nearest the wheel should then swivel clear of the disc and the whole wheel and disc should pull off the axle in one piece.
Don't lose the spacer and little spring! "

Sportair say Rans have NO brake components for S4 . Apart from the hassle and down time it should be not too difficult to rivet and glue new pads. But first impression is that half the assembly is swaged together in a way that wont let me remove the second shoe to work on it. Also I'm finding it becoming more difficult to lift half the plane by the U/C (it weighs about 11stone) and at the same time insert a safe support block. I can't quite understand why the pads wore so irregularly. Its looks like something dragged saw teeth across and ripped bits out, I know I got grass wrapped around the last two flights, but could that have got in there and done it ?
If you ever found it a hassle getting the wheel and tyre off without dismantling the disc first, I think I have away of avoiding that. It involves changing one calliper bolt to a socket head, you can then access the bolt right through one of the wheel "spoke" gaps with an Allen key. Undo bolt, withdraw through the wheel "spokes". The calliper shoe nearest the wheel should then swivel clear of the disc and the whole wheel and disc should pull off the axle in one piece.
Don't lose the spacer and little spring! " problem. For Permit renewal, the pads were worn, but not worn out. However shortening the cable adjuster did no good because the brake cam at full travel wouldn't close the calliper. There is a bolt and spring wih a spacer sleeve at each end of the brake shoe/calliper. At the designed length it prevents the calliper closing sufficiently when the pads are actually only worn half way. I shortened my spacer sleeves from 1 1/8 inch down to 1 inch and then because of uneven pad wear I reversed the pads and the grip was fine - almost too much, N.B. After one flight the brake was reported as not working again, maybe have to go back to a fixed tailskid for braking!!!