![]() I commend you to be still riding at 67 and still riding a GS. and I've had to lock the rear many times just to make it down some of those hills in NC. KTM's, Yamaha's, etc true dirt machines-are made for that stuff and that is what i was on doing it. And I probably never will try those on a GS. perhaps I should rethink that.īack to the comment of "just how steep of a hill" is that hill where i am dragging the rear wheel, yes, those where steep hills, and I've been up and down many of them over the years- but never on a GS. I suppose in my pea brain i had only really considered that the ABS was beneficial on paved roads, and not something great for off road use. I do know that I appreciated that i had ABS a couple of times crossing some wet grassy areas just a random thing. I guess I am a little "slow, on the uptake" about things, as I had not thought about using the ABS as an advantageous thing riding in the rough. I actually thought you were an idiot when i first read the posted statement - or maybe someone trolling just to stir people up ( there are folks that do that). and been riding mostly dirt bikes until 20 years ago I got the street itch. I am only 59 YO, been riding since i was about 8. I just thought that I would maybe learn the easy way [from y'all's experiencesĬlick to expand.Well you are a seasoned rider so you probably know what you are doing. I am willing to explore the topic on my own. If I know what to expect, then I can make decisions accordingly.Īll advice and comments are appreciated. ![]() But then, if I were actually staring at the speedometer, and I though I saw '5', knowing the 'accuracy' of the BMW speedometer, how much could I trust a reading at the end of the scale? The point I am concerned about is a situation where I went down because the machine did not perform to my expectations understood them]. I know the ABS did kick in at about 5 MPH. I would accept the explanation the ABS does not work below 5MPH. There is obviously friction in gravel, mud, etc. Would never come to a stop if never had traction. Most likely the oil pick up was picking up air instead of oil, hence the clanging of left cam chain tensioner Ĭlick to expand.Well, not never. Has anybody? Does any one have any knowledge about any thing related?Īnd what's with the bank angle sensor? I can't find one in the service manual, wiring diagram, parts fiche, and haven't run across it on the bike itself. So should I try this test at a higher speed? Not for a while. To understand my thinking, consider a faster wheel speed producing many more pulses per second, so that a differential of front vs rear pulse rate is computer detectable sooner than a slower pulse rate. I theorize the slow speed made the 'lock up' to release time longer due to the slow wheel rotation yielding a slow pulse rate from the wheel ring sensors. What trig functions relates the angle PAG to the lengths of the sides. The angle of decent is the angle QPA which is congruent to the angle PAG. I was only going about 5mph and the gravel was round 'river recovery' on hard packed surface. What is the angle of decent In my diagram is the airplane, A is the airport, G is the point on the ground directly below the airplane and PQ is parallel to the ground. Not too sure as I was looking for a soft spot to face plant. The front brake lever seemed to go to the grip when the ABS kicked in. Start up: lots of clanging for a few seconds. ![]() I pick myself up, the engine is chugging along, starts to clang pretty good. Rear brake: lock up, ABS release, all good.įront brake: lock up, front wheel skid, ABS release, down I go! So I found a gravel patch beside the road in a deserted area. ![]() It has been my theory that I could use the brakes with impunity on a dirt road, particularly the front, as the ABS would prevent wheel lock up. but that's only to the runway itself, and not at all usable on any other leg.I wanted a bike with ABS, so I bought a 2000 R1150GS with ABS. A pure visual approach, with only a runway-end waypoint is the ONLY time you can specify whatever angle you wish. But the user can't change values in the database like that. (On an approach, it's a different story there your gradient path is coded with the waypoints, and it is displayed on the LEGS page. Whatever the angle it's planning, you can steepen it or shallow it by increasing or decreasing (respectively) the planned descent speed or Cost Index.īut, unlike some other FMC's, the 737's never explicitly tells you the planned descent angle for enroute operations. One enters a Cost Index, or alternatively a descent speed that's desired, and the FMC, considering forecast winds, computes the Top of Descent point and the angles that it expects to fly in order to achieve that speed.īut, it never tells the pilot what descent angle it's planning to use (although you can see the present vertical angle to a specified waypoint/altitude). In the 737 NG, the descent angle is never entered by the pilot into the FMC.
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