po18guy
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Posts posted by po18guy
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13 minutes ago, p6x said:
True and it is going to be the way forward.
Technology is replacing experience and skills.
Are you aware that Airbus has a program which will eventually see only one pilot aboard an aircraft, assigned to a surveillance/passenger peace of mind role, while the take off, flight and landing would be completely autonomous and verified from remote. They already have the technology ready for that. Successfully tested.
The public is not ready for it. That and if remote piloting is enabled, making it hack proof is another hurdle.
As with the cars, this is going to be the future. https://www.airbus.com/en/newsroom/press-releases/2020-06-airbus-concludes-attol-with-fully-autonomous-flight-tests
Two reason for hope: 1. I'll probably be dead by then and 2. The world may end.
Does it occur to no one at Airbus that man may create that which is possibly equal to himself (but not self-repairing!) but certainly not greater? Sounds rather arrogant.
I am reminded of ED209 in Robocop: I'm sure it's only a glitch"
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9 minutes ago, p6x said:
Two analogies came to mind;
For both AF447 and Egypt Air 990, the other pilot was not aware of the input from the other pilot.
On AF447, the 1st officer was pulling on the joystick.
On Egypt Air 990 the 1st officer was pushing the control column.
On the Air France flight the pilot sitting on the left was oblivious of the 1st officer action. On Egypt air, the Captain was pulling on the Control Column from the right hand position, but was not aware the 1st officer was pushing it forward.
If I am correct, older planes had control column input mirrored.On the newer aircraft models, whatever is done on the joystick or control column is not repeated.
Autopilot is a doubled-edged sword. It helps alleviate pilot fatigue, but it in some way relegates the pilot to "aircraft attendant." When it comes time to do some emergency seat of the pants flying, we see some spectacular and tragic results. Similar things happen in cars and trucks, but planes make the news.
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12 minutes ago, MartyNZ said:
Nah mate, remember that commercial aircraft are flying on autopilot most of the time.
Then airline procedure demands that only one pilot is flying if flying manually.
On an Airbus, if both sidesticks are used at the same time, the inputs are algebraically added (with limits), just the same as manual inputs to B737 control wheels, except digitally instead of hand force.
If both sidesticks are used, two SIDE STICK PRIORITY lights on the glareshield come on, a loud "DUAL INPUT" message is played every 5 sec, and a post flight report goes back to the airline.Not only can both pilots see each other's sidesticks, three computers are monitoring as well. The pilot can't hide on a modern aircraft.
Has it changed since the Air France flight that stalled into the Atlantic?
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Rarest SBF heads(?) the "ill-fated" '68 tunnel port 302 - just before the Boss 302 hit the scene. Mighta worked for Trans-Am, but bad for the street. Lots more known about the SBF than a few years ago. What I do remember is to get a billet oil pump drive shaft. I have seen the OEM hex shafts spun like a barber pole.
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7 minutes ago, Chuck said:
Well, it *was* a Boeing, but it wasn't a Stearman.
The second leg of the journey last night was supposed to be on a Max 
but it had an electrical failure (surprise surprise) and we had to traipse over to another terminal, wait some more, then wait for an hour for our luggage to show up in Indy. It was a long day and night. Still beats walking, though..
At least it wasn't on an Airbus where each pilot hides his controls from the other.
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I thought you flew a Stearman over and back??? They're really fun over the Rockies.
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OK, cross-plane V8 raised here. Pretty decent audio of a deTomaso Pantera having some fun and excitement at Monza.
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On 10/17/2021 at 6:38 PM, docc said:
Electric(al) on cars makes sense to me. Like this insane yellow (Accel?) coil that @Tomchri shared with us last year. Pretty sure "dual quad Holleys on a tunnel ram" offer up emotion enough! Maybe some "Hooker Headers" to stir the mix . . .
Nah. None of those features do much for me. But dude...
IT'S GOT A HEMI!!!
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Cast manifolds probably work without cracking because in-line 6s and V12 engine have 'perfect' balance. And Matra probably owned a foundry.
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Could it be the angle of the clipons? I know that some wrists and hands are not compatible with certain angles of drop and sweep. Woodcraft clipons for fixed position Kawasakis, for instance, have a sweep adjustment.
A test: Go for a low RPM ride and see if it is vibes or wrist angle.
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1 hour ago, VtwinStorm said:
I would just be happy as a clam if I could just mount a set of chrome Napoleon bar end mirrors and some rubber plugs for the original mirror screw holes... I've seen Napoleons mounted on a V11 Sport with clipons, and I think the extra weight would smooth out the handgrip vibration I'm experiencing.
Also, the chrome Napoleons would compliment the chrome headlight ring, chrome Mistral cans, and instrument bezels. It would just work so nicely on this machine.
Anyone mount Napoleons on their V11 Sport?
We'll see how it plays out, but I would be tempted to buy a bar of stainless that would fill the outer half of the bar, then bore and thread it for the mirrors. Or a bar of pure lead that will slip into the handlebar, bored through with a Tee nut on the far end to retain the mirror bolt. Due to its softness, it would probably obturate (expand) sufficiently from the torque of the mirror bolt to lock inside the bar.
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Thank you. I have not ridden a clipon equipped V11. There is undoubtedly a difference in felt vibration between the bar styles: shorter and solidly mounted vs. longer and rubber-mounted. It requires some pondering of the physics involved to determine which style vibrates more unacceptably, as to frequency and amplitude of vibration.
Are we discussing band-aids here? A good painstaking tune-up might just render all of this moot.
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I had to fabricate the internal wedge mounts for the mirrors I bought. I obtained some Delrin stock and bored, angle cut and fit them. Bar ends to a certain degree, are universal. A pair linked above are $102 USD, quite a chunk, but they are steel powdercoated black and listed for the V11.
But, all of this traces directly back to the tune of the engine, since the reciprocating/rotating mass is unchanging. Valve adjustment to a degree, but throttle plate synch (at cruising RPM range) to a much greater degree will affect the smoothness of which the engine is capable.
First things first they say, and these drop out of perfect tune fairly easily.
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Perhaps the only place on a V11 where a few grams actually make a difference.
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So, for the sake of discussion, I weighed the OEM bar ends with hardware and my current Ken Sean bar-end mirror with approximate mounting hardware.
OEM bar end w/bolt and brass wedges: 421 grams
Ken Sean rectangular bar end mirror w/hardware: 397 grams.
The bar-end mirror is 94.5% of the weight of the OEM bar-end. A potential advantage of the weight being in the form of a mirror at bar's end is that The mirror places the weight further from the focal point of excitation (handlebar clamp), and the dampening effect of airflow on the mirror certainly has some influence on energy dispersion.
Of note, the favored Napolean mirrors may very well weigh more than the Ken Sean. Someone else may be able to weigh one complete with hardware for comparison. The major caveat is that the effect I have noted is on the above the triple, rubber-mounted, tapered alloy bars as found on the Ballabio, Cafe Sport, Coppa, Scura and a few others.
NOTE: This has not been tested in the Guzzi wind tunnel. Another casualty of Covid.
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4 hours ago, Lucky Phil said:
Ok so I must have misread your post. With your setup there is no/acceptable/better than stock bar vibration?
Ciao
Did not ride it extensively in stock form. On the motorways, I had to have better mirrors - vibration or not. Thankfully, it may be the combo of rubber-mounted tubular bars and enough weight on the ends of those bars that 4K+ RPM is nice and sweet. The taper of the bars as well may have been engineered to help with vibes. Although somewhat counter-intuitive to me, that taper may just have moved the harmonics higher than the exciting forces.
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Right down to the metallurgy! Seriously,
1. Factory mirrors revealed only my shoulders which I know I have.
2. No room for bar ends when more usable mirrors take their place.
3. Being the pragmatist that I am, it all works so I stopped right there.
I might just weigh one of each to see the difference in mass, but it is academic at this stage.
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The M60 has tracks while the V11 makes tracks.
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18 minutes ago, Lucky Phil said:
So your bike doesn't have the std bar weights?
Ciao
They're in the spares box now. Came with them, but it seems that the bar-end mirrors have assumed their function.
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On 12/27/2021 at 6:41 AM, Pressureangle said:
I have about 5 pounds of lead shot I was going to put in the bars on the '85 LeMans, but after the engine work the vibration went away and it wasn't necessary to try out. Might give it another go in my '74 Aermacchi this spring tho.
Reading through the thread, I remember seeing this exact method used on some other paint-mixer bikes. Perhaps a rubber plug driven into the bar to a certain depth and then just fill the void with shot. Easy enough to alter the weight or undo. You want to change the harmonics of the bars at their ends and adding weight is the crude but effective way that even Honda have used.
I ride my bike mostly 120kph on the freeway/interstate/motorway and 4K and above is a sweet spot. I have neuropathy in my hands and I would most certainly note any increase if the bars were a problem. The "Occam's Razor" method might be to switch to soft grips (Remember "Grab-On" foam grips in the 80s?) and attach much heavier bar ends.
The caveat in my experience is that I have the OEM tapered (28mm > 22mm) high mount alloy bars which possess their own harmonic, plus Ken Sean folding bar-end mirrors (cheap but effective). I did have to fab up some Delrin bar inserts, since those which came with the mirrors were overly soft.
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One more suggestion: OURY street grips. They are a block pattern, made of low durometer (soft) rubber. I use them on parallel twins with good effect. Mountain bikers use the MTB version to cushion the shock of dirt riding. Less than $15 on Amazon.
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Indeed. Even if engineering does not solve a problem, it can explain it.
EDIT: There are aftermarket bar-end makers that make extra heavy weights. This can go a good ways toward slowing the problem. Shorter bars reduce the leverage the vibration has on your hands, and even though solidly mounted, the clipon models of V11 'may' have a certain advantage here. Or may not. I know that my high barred Ballabio is not offensive as to bar vibes - but everyone's experience varies in this regard. I have bar-end mirrors installed, so they essentially replace the weights that were OEN.
This is one company which makes heavy, stainless Guzzi weights that might be considered. $102 US/pair, but comfort is as comfort does, eh?
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2 hours ago, Chris Wilson said:
Why would crank orientation make a difference to smoothness?
Secondaries adding up along a lateral horizontal plane with no mass to counteract?
Thanks.
Rev the engine in neutral and see what the entire bike does. In slow motion, one bar goes up and the other goes down. In that same plane, secondary imbalance wants to shake the bar ends up and down, except at 2X the engine RPM.
This video regards the primary/secondary imbalance of twins - parallel twins in this case, but the principles of primary and secondary imbalance are explained. He is preparing a V-twin balance video, but we'll have to wait on that one.
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I'm baak..
in Special place for banter and conversation
Posted
And how is it supposed to buzz the tower?