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Cogswell

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Everything posted by Cogswell

  1. Yeah, not saying Chinese plastic is the best (obviously not), was thinking more along the lines of having the desired color and the OEM plastic on hand to go back to if it ever gets rashed or just tired. I'm not so sure about money ahead. Buyers usually value stock and when they see a Y2K with red bodywork they'll wonder what's up with it (at least I would). Why did someone do that, are they trying to hide something, what's the history of the bike, etc. Like finding out what a house is worth, the best way to find out is to move forward with it.
  2. Before his death Smith did a lot for the community - it's too bad it ended the way it did. Entrepreneurs usually have that streak of risk taking in them, otherwise they'd never get things going. It's a delicate balance. No doubt about museums losing money. I was involved with the Wilsonville car museum before it folded. It was a great place too, but like Evergreen, a bottomless pit for cash. Too bad it didn't make it.
  3. If you went with Chinese bodywork in yellow and got a tank sprayed to match, you could have the best of both - a yellow '98. And, you would have zero trouble selling your fairings - they'd be gone in 60 seconds. My 6G wax unit has failed - I'd swap over a 98/99 lever housing and cable if it were more practical (it would take a lot of fiddling / fabbing to get it done), so I'm not fan of that. There are varying opinions on the brakes - personally I like 'em, probably saved my ass a time or two, but I do understand personal opinions about them may differ from mine. Either way, if you want OEM and plug and play yellow bike, then buying a 2000 is probably the easiest way to go.
  4. So, here's the rest of the airplane story. As Oregonian pointed out, the Evergreen Aviation Museum is not far outside Portland, OR - 30 to 45 minutes West in McMinnville. My ride to "da plane" was about a 2 hour loop through rural country. Made a ferry crossing at a wide spot in the road, "Wheatland" - nothing more than a few homes clustered together. I wondered how bored the pilot gets - back and forth - hundreds of times a day. Personally I'd go out of my skull . . . Kind of fun to break up the ride with something different tho. Then on to the Evergreen museum. It is a good museum, now at its 30th birthday. The name is also noted on the 2 747's on the grounds. That came from the company name of the founder Del Smith, Evergreen International Aviation. Started in the 1960's as a helicopter service, it later branched out in to fixed wing operations. Evergreen was nicknamed "CIA Airlines" as in 1979 the flew the Shah of Iran out of the country after the fundamentalist takeover and also had many missions for the CIA in Central and South America. Later, in the 1980's Evergreen got its first 747 as it had landed a contract with the US Postal Service to fly airmail (now seems like such a quaint concept). Smith also converted a 747 in to a water tanker to fight fires using a compressed air system to atomize the water so it would cover a wide area. Later on, contracts with the gov't and Postal Service waned and financial stress began to set in. Meanwhile, around 30 years ago, Smith had the idea for the Museum. Somehow he swung a deal to bring the Spruce Goose from Long Beach, CA to McMinnville ("Mac"). It came up the Pacific Coast on a barge, the up the Columbia then finally up the Willamette River. It had been disassembled with all 8 engines removed as well as the wings and tail. Even at that, once near Portland, with the then river levels, the components were too tall to get underneath some fixed bridges so the barge laid at anchor for weeks waiting for the levels to fall. Finally it made it to a landing near Mac where the pieces were offloaded to trucks and moved to the current site. There they sat for a good number of years in a fenced off area outside awaiting its building to be constructed. That really is the museum's claim to fame. - There are better ones - The Smithsonian, Museum of the US Air Force in Ohio, Pima air and Space Museum to name a few. But there is only one Spruce Goose (more properly named the "Hughes H4 Hercules") and to see it you must come here. While there are tons of photos on line of it, you have to be there to grasp its immensity and the audacity of Howard Hughes thinking it would actually work as he envisioned it. You can read the history of its one and only flight - you couldn't write fiction like it. https://en.wikipedia.org/wiki/Hughes_H-4_Hercules Ultimately though, Evergreen's demise was in the winds. With the financial stress of the company, airmail volumes plummeting and the fleet of 747's past their useful lives, it finally ceased operations in 2013 and the next year Smith died. There had been tax investigations of Evergreen and rumors of "something going on" for some time. It was found through audits that Museum funds had been co-mingled with those of the company, and a dark cloud hung over the museum. The state attorney general got involved. It ultimately filed for bankruptcy and sold off some of its assets. There was much concern as Mac is a small town and the museum a huge asset and tourist attraction. Ultimately in 2020 a local family came to the rescue and bailed out the museum purchasing it out of bankruptcy so its continuation seems assured. When the Space Shuttles were retired and "up for grabs" to museums, Evergreen threw their hat in that ring. While hopeful, it didn't seem probable. The museum size too small, location too remote, and should the worst have happened financially, it wouldn't be possible to disassemble an orbiter to move it without destroying it (no way of removing a wing and then later replacing the thousands of tiles in the correct place), so they needed well funded and stable homes. Also, the Shuttle Carrier 747 aircraft could probably not have been able to land safely on 5,400 feet of runway, so transport to Mac was not practical. In the end I think it was the right decision to pass Evergreen over for that, but it is nice that they got an STA which was so integral to the entire program. In the pic above, the 747 was brought in to Mac airport across the highway (video below). While a municipal airport with no control tower (the flight service station is there) it has 5,400 feet of runway, enough for a lightly loaded 747 to land safely. There it was stripped of remaining valuable gear, the engines removed from the nacelles and drained of all fluids. It was also modded to accept the tubes that can be seen emanating from the side of the fuselage aft of the wings. Those are water slides kids take from the plane down in to the swimming pool, below. The plane was placed on its support structure (video below) and then finally the pool and building were constructed beneath it. It is quite a sight, for sure. A C-47 in "Invasion Stripes" watches over the main entrance The Spruce Goose is directly behind the glass - unfortunately the glare makes it impossible for the camera to capture it. Its wingspan is more than a 747, though there are larger aircraft. Still, particularly for something with a structure of wood, it is immense. It's worth a go if you make it to this part of the world. Other links, below https://en.wikipedia.org/wiki/Evergreen_International_Aviation https://en.wikipedia.org/wiki/Evergreen_Aviation_%26_Space_Museum https://www.youtube.com/watch?v=ijioFRUeHfE Waterslide 747 final landing https://www.youtube.com/watch?v=f0l5O9XiSBQ Hoisting 747 in to place (this looks sketchy to me - like it could be in one of those epic fail videos where the cranes fall over . . . but they got it). https://www.youtube.com/watch?v=G3i-3rv_6ss
  5. Just curious - do you feel the vibration when raising the rpms in neutral? If you have a remote temp gun you can check to see if all 4 headers are the same temp - mite help locate a misfire. Don't overlook the final drive - look for kinks in the chain, proper adjustment, condition of sprockets, etc. If my math is right, at highway speeds the rear wheel is rotating in the range of 1,000 rpm and the drive sprocket around 2,500 - problems there could present as a vibration that's proprtional to engine rpm. Also double check engine mount bolts for proper torque.
  6. Mite want to check out this recent thread which toward the end on the linked page goes through a similar, but it does not sound identical problem. If it's only leaking you may be in luck if orings and bits can be sourced for a rebuild or otherwise an external filter could be rigged up as suggested in the thread. If, however you need a new petcock for the rrason you'll see discussed it's going to be tough. As you've discovered it's no longer available. The owner was lucky enough to source a tank off ebay that had a good petcock. You may need to rig up something custom. Have a read and see what you think. BTW, no comment re: exes, but a photo of your current 1990 love interest is always welcomed! https://www.vfrdiscussion.com/index.php?/forums/topic/95638-rescuing-a-92-vfr750f/page/5/&tab=comments#comment-1129768
  7. Yes, sir! NASA's term for it is "Shuttle Training Aircraft" (STA). It's a modified G II (honorable mention to Danno for correctly identifying the make). It has several mods to make it able to fly the speed and glide slope of the orbiters. That was part of the hint about the missing thrust reverser (the other side was still in place) - the lockouts were disabled so that they could be deployed in flight. Also, the main landing gear could be extended without the nose gear (photo, below) to increase drag to simulate the orbiter's life to drag ratio. The commander's left side cockpit was changed to CRT displays, a joystick control and a heads up display similar to the Shuttle while the right seat retained the stock Gulfstream configuration. They apparently had 4 of these with a 5th that was very similar but not exactly the same. They often / always? flew simulated approaches prior to launch to assess winds, visibility etc should an RTLS abort be needed (which fortunately never was!). Almost certainly every commander / pilot that flew the orbiters practiced in these planes. I wish this thing could talk - I'm sure it has many stories to tell. It's now housed at the Evergreen Museum in McMinnville, Oregon - about 30 minutes from home. More on that (and photos), later. Well done, Grum! https://en.wikipedia.org/wiki/Shuttle_Training_Aircraft Photo showing tail number Photo of it in flight
  8. Talk about random - I went on a ride over the weekend (more photos to follow) and saw this aircraft parked. Even before I came closer I suspected I knew what it was and what NASA used it for for almost a half century. When I returned home I ran the tail number (blotted out here - I'll supply that later) to find out my suspicions were confirmed. You have to be a NASA geek like me to know what its mission was. A small hint might be on the engine shown - it's clearly missing a part of it that was integral to it executing its mission. Another hint might be that it's mission was other than shuttling NASA VIP's around. Anyone know what this is?
  9. Interesting cutaway. It would be great on display in a man cave.
  10. Re-reading this, I guess we should confirm exactly how many seconds you held the starter button down . . . if only for a few seconds until the engine starts, it's not enough. As I mentioned, you should disable the fuel delivery either by it being dry or unplugging the fuse or connector to the fuel pump (the latter requires you raise the tank). You need to hold the starter button for at least 15 but preferably 30 seconds. That will seem like a long time - longer than you've ever cranked it before. After that long it should still be holding close to 11 volts while cranking (not after you've stopped). It's a demanding test for a battery, but that what it needs to do to prove it's in good shape. Once that's complete, get it on the tender or charger to top it back up. I think ducnut is on to it - a weak battery will give all sorts of weird problems. Until that's verified good, you're chasing shadows and it will be very frustrating. As for the battery negative connection, it's attached to the horiztontal piece of the frame where the upper shock mount bolts - it's under the tank just in front of the tank's hinge. You'll need to raise the tank to check it. White, fuzzy material around the bolt is a sign of bi-metallic corrosion - that's what the Oxgard is for - to help in preventing that.
  11. If you cranked it for 15 seconds +, that's a good voltage number. If you have an 847 installed that's probably not your problem, but I also have an 847 and it exhibits some behavior like you mention. You need to go through this methodically, checking each connection starting at the battery, the chassis ground (follow the negative battery cable to it) and stator connectors. Next to the battery is the 30A main fuse - check it - pull it out and closely observe the connector and the wires leading to it. Also, you should check your stator more thoroughly. Check ohms between each of the three yellow wires both to each other and to ground. You should get infinite resistance (zero continuity). If there is some lower reading or you get continuity, the stator is bad. Also, check the voltage between each pair of yellow wires at idle and 5,000 rpm. Set the meter to Volts AC (not DC) - at idle it should be around 20v, and 5,000 rpm 60v. Gen 6s eat stators like potato chips, so it would be no surprise if it's gone or is going bad. Finally, some Oxgard will do all the connectors good. If you do not have it locally, it can be found online for purchase. It is a conductive paste that also helps prevent corrosion.
  12. Voltage alone is not definitive of battery health. Testing voltage under load is more telling. Most auto parts stores will do that for you. You can do a "good enough" version of the test. Place your meter across the battery and observe the voltage while the engine is cranking for 15 to 30 seconds. It should not go under about 10.5 volts - closer to 11+ is better. Below 10v and you likely need a new one and if close to 9v the engine will likely be cranking slowly and it's had it. If the engine starts too quickly to crank that long, you can run it out of fuel (or drain it) or disable the fuel pump (pull the connector or fuse) so it will crank longer.
  13. That's where I bought my 5th gen new in December, '99. By then most of the dealers had yellow Y2K's in stock and I didn't want that - it was the last red one I could find. $8,499. I wish I had taken a photo at delivery. But at least I still have it!
  14. +1 to Mohawk. And, MD you most certainly are among friends!
  15. I'm not usually a fan of half fairing bikes, but in this case they used it to good effect to show off the engine. I like it. And the shock placement would make service a breeze - esp vs. a VTEC ABS.
  16. It's pleasing to see this happening. There have been so few if any meetups the past few years I've somewhat forgotten how much fun they are. Enjoy! ps, pics appreciated.
  17. The Europeans have at least partially backfilled that niche, but nothing from Honda. Boy - if Yamaha made a sporty / touring bike with the R-1 crossplane motor that had eye appeal, sporty but all day ergos that wasn't too big, and factory luggage, I'd be in for that. That motor's sound is very close to the V-4. Wider for sure, but since Honda has abandoned that space . . . That would (except for the V-4) be the bike I had hoped Honda was going to make after the 6th gen - start with 1 liter displacement and then the rest. Oh well. I guess the market wants industrial-looking machinery, so that what it's going to get.
  18. Ah, the warranty - was it supplied by the dealer from their resources or a 3rd party vendor? If the latter that may account for the shotgun approach to the repairs. The other odd thing is no mention of whether they checked for any stored codes as the cause of the FI light. Or did they? Even techs make the mistake of presuming two separate phenomena are related. They could be, but it is illogical to conclude so without proper diagnosis. To answer the OP's question about whether this has happened to anyone else on here, maybe an easier way to phrase it would be "who has it not happened to?" Electrical problems on this forum are only slightly less common than social diseases in a brothel!
  19. Yipes - that sounds like a lot of parts and labor for something they hope will fix the issue. When it comes to electrical systems, I'm not sure technicians get the training they should. A power probe should be in every tech's toolbox. I've gotten away with a digital voltmeter, but should bite the bullet and get one myself.
  20. This is what I've got - I'm fairly certain Powerlet. It's not switched - takes off the battery with an in-line fuse. Downside is that if leaving the bike a while it must be unplugged to not run down the battery. The pigtail on the plugin also powers my tire pump. Being unswitched I use it in reverse to plug in my battery tender (shown) - no nipple hanging out under the seat.
  21. Wow - you're a lucky man - both on the gf and the bike!! Presuming that is your 3rd gen? Very nice - I've always wanted one. Alas the only portion I have of one is the 8 spoke on my 6th gen. Would love to see more photos if you have 'em!
  22. Why don't you add a photo or 2 so we can see what you're working with . . . If you need a diagram go to a parts retailer such as Partzilla.com and look up your bike and the page with the bits you're interested in. That will show you what bolts / spacers, etc you need with your application and their availability.
  23. Probably a a Powerlet. I have one. I believe it's NLA.
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