nklr: idiot! ... and this one's long!

[michael and jennifer]

I have a A18, just got back from the divide trip (helluva trip, had a blast!). I rode the bike to work and back home, decided to run to the hardware store, bike started then died, then would not turn over at all. There is a little click and the neutral light dims when hitting the starter button, battery is good. When I jumped the two points on the solenoid it turned over. So does that mean the relay? Thanks in advance for the feedback! Michael Haug Mpls, MN

[Arden Kysely]

Check the battery connections. __Arden --- In DSN_KLR650@yahoogroups.com, "michael and jennifer" wrote:

> > I have a A18, just got back from the divide trip (helluva trip, had a > blast!). I rode the bike to work and back home, decided to run to the > hardware store, bike started then died, then would not turn over at > all. There is a little click and the neutral light dims when hitting > the starter button, battery is good. When I jumped the two points on > the solenoid it turned over. So does that mean the relay? > Thanks in advance for the feedback! > > Michael Haug > Mpls, MN >

[Blake Sobiloff]

On Jul 1, 2008, at 7:10 AM, michael and jennifer wrote:

> There is a little click and the neutral light dims when hitting > the starter button, battery is good. When I jumped the two points on > the solenoid it turned over. So does that mean the relay?

On my bike the relay's connector was a little loose and exhibited the same symptom. I cleaned up the connector and used some dielectric grease when re-assembling it. Never had another problem. -- Blake Sobiloff http://www.sobiloff.com/> San Jose, CA (USA) [Non-text portions of this message have been removed]

[Fr. Don]

DUDE! I'm glad you lived to tell the story. The Lord watches over the foolish. I too am living proof. ) Don+ On Fri, Jun 27, 2008 at 5:08 PM, fasteddiecopeman wrote:

> OK, guys - you want IDIOT? I'll give you IDIOT! STUPID IDIOT! > > I was a pilot candidate in the Royal Canadian Air Force (RCAF) training on > the Tutor jet (same ones the > "Snowbirds" demonstration team fly, if you've ever seen them), way-y-y-y > back in 1968. The first 5 or 6 solo > flights are restricted to the 'circuit' where you practice touch and go's, > while you do training with your instructor > out in the aerobatic area to prepare you for solos out of the 'circuit'. > > Well, I'd just been cleared to go solo out of the 'circuit' by > demonstrating capability to safely fly stalls, spins, > barrel-rolls and loops, and my instructor had demonstrated what we'd cover > in the next dual session - the "half > roll and pull through". Basically this is the last half of a loop started > at the top. > > One of our Standard Operating Procedures (SOPs) was that students carried a > card with the airplane's emergency > procedures with them at ALL times, and on it we would write various > procedures that we had been 'cleared' to fly > solo. ANY instructor could ask for this card, and if you had any > non-authorized procedure written down you > were in REALLY BIG doo-doo! > > Another SOP was that IF a student was in a non-recoverable attitude by > 10,000 feet above ground (AGL), he was > to eject, and THAT altitude was 12,000 feet indicated (I was in Moose Jaw > which is 2,000 feet above Mean Sea > Level [MSL)]). My instructor had told me that if you did your aerobatics at > 15,000 MSL you'd be safe, BUT if you > did them at 25,000 MSL, it would take a much more precise control input, > resulting in a much finer aircraft > control, so you'd do better on the check ride. Well, I LOVED doing spins > and discovered I could spin left, recover, > spin right, recover, and STILL be above the 12,000 minimum altitude. > > So, my instructor had demonstrated a 'half roll and pull through' but I was > NOT authorized to perform this solo, > yet, and I was on my FIRST solo out of the 'circuit', at 25,000 feet, > practicing stalls, spins, rolls and loops, and, as > I was a pretty good pilot, doing just fine. Now, on my 'card', was written > various 'entry' procedures, for instance, > a roll was done at anywhere from 150K to 400K with power at 94% to Maximum > Continuous, while NOT written > on my card was the procedure for the 'half roll and pull through' - power > at IDLE and airspeed LESS than 150K > BECAUSE YOU WERE GOING TO DO THE LAST HALF OF A LOOP in this manoeuvre! > > A little aside - it was REALLY emphasized that we could "pull the wings > off" if we exceeded 7G, so we were not > given G-suits so as to make it harder to exceed 7G. > > Well, I was an "ACE", I was happy with what I was practicing, so I thought > I'd do the little extra my instructor had > shown me. Well my 'card' didn't have entry speeds or power for the 'half > roll and pull through', but it DID have for > the roll (after all, wasn't it a half ROLL ... etc?), so I looked - 240k > airspeed (...ONLY 90K too high), and I had 94% > power on (instead of IDLE),so I rolled inverted and started to pull. > > Right away I knew something was wrong - my airspeed was increasing, my > altitude was decreasing, and I was > TOO STUPID to reduce power, "pop" my speedbrakes to scrub off speed, or > roll out to the nearest horizon. WHAT > I DID DO THOUGH, WAS LOOK AT MY G-METER AND PEG IT AT 6.5G. I started > 'graying-out' from the G, but I > concentrated on not exceeding 7, knowing full well that, if there was a > prize for STUPIDITY, I would get it!!! > > I pulled out of the 'bottom' at 10,000 feet (remember the 'eject' > altitude?) at 450K, and realized that, had I done > this at 15,000 feet, I would have hit the ground at about 450 Knots in a > nose-low attitude and become a > "smoking hole"! > > I've not shared this with many people, but I wanted you all to know that > there's 'idiot' and then there's "IDIOT"! > > Ed > > >

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