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  1. On my RSV I have the Air Vents that attach to the crash bars. They are tinted plastic mounted to the crash bars. One of mine is cracking and I dont think I can buy the plastic portion. Maybe I can but I cant find it. I am looking for the plastic on the Left side. I dont want buy a whole new set at 200 bucks. I will make a new piece if I can but really would rather just buy one. Scotty
  2. hello friends... though i would update you guys on my crash. first i want to say thanks for the well wishes from everyone. so here we go. the bike suffered damage to the left side faring. it will need the center fairing rail the one that holds the instrument panel. it also needs a left mirrow, blinker, and fairing half. it also needs the panel that holds the left speaker and radio mount and left air vent. the rest i have already taken care of. now the news on us. the better half is doing very well. she healed up great. me i have a cracked rib and lower back damage. plan to go back to the doctor soon for a MRI. still can' t stand for a long period of time or sit for a long time. been off from work now since the crash. since i am self employed bills are mounting up quick. looks like i will be selling some things to get by until i'm back on my feet. ok now for the really bad news. on the date of our wreck my insurance had lapsed and our bills came in came to about 10,000 out of pocket for ambulance, er, x-rays cat-scan, and meds. stupid gets you everywhere huh. i laugh to keep from crying. on a good note i redone my insurance for a year and marked it on my calendar as not to forget again. forgetting cost me big time. thats it in a nut shell so if anyone has an old part just lying around hang on to it till i get on my feet and i will buy it frome you. also if you don,t mind mention me in your prayers and thanks again to the best group on the internet ever. steve:thumbsup2: tt
  3. After a few days, we can laugh about some of the things that took place. After the crash, I got up off the road and removed my jacket and helmet, walked to the ambulance to be checked, and they cut my shirt off and my new jeans almost to the crotch! Would have cut my jacket too if I hadn't taken it off. After 5 hours in the ER I got to go see my wife. I expected to see her dressed (or undressed) just like me. WRONG! She was still in her jacket, shirt and jeans. She simply got feisty with them and told them they were NOT cutting up her outfit! Guess I should have thought of that. When we were finally released, she walked out looking fine. I walked out without a shirt and my pantlegs blowing in the breeze, and patches of hair pulled off my chest from the sticky things! Tomorrow I'll see about getting the bike back to the dealer for an estimate. Then I'm sure the fun will begin with the insurance people. Health-wise we are doing better. Mostly just sore. Thanks for the prayers-they really do work. Mark
  4. Man, Don't you feel sorry for the people involved in this horrific crash? Not sure of the figure, but it was a multiple fatality - I heard 8+. http://media.smh.com.au/?category=Breaking%20News&rid=40354
  5. Looking for a replacement right rear crash bar for an RSV - the chrome crash bar right in front of the right saddlebag. Mine still has some road rash on the lower corner after my wreck last year, so now I would like to replace it. Anyone know of a good one available at a nice price? Thanx! Goose
  6. Been looking for over an hour on the site for the thread on the crash bar brackets that attach to the floorboards to give the bars some strength. Can someone send me a link to the thread?? it would be much appreciated. Moakster
  7. Ok, so I was polishing the bike the other day when I come across a big crack in the lower fairing. It looks like a rock hit it. I am not a fan of the lower fairing as it keeps way too much of the engine heat on my legs and (in my opinion) looks out of place on the bike. My question is this: has anyone removed the fairing and replaced it with some beefier crash bars? I know that the air boxes and cruise controll are in them, but I really would like to remove them and I don't mind doing some modifications. I also think that those flimsy little crash bars that are there now will not do much good. Any thoughts are welcome.
  8. Could happen to anybody. Especially around here. Another reason I don't ride at night. [ame=http://www.youtube.com/watch?v=WNO88yqCr5I&NR=1]YouTube - fast crash into deer[/ame]
  9. Does anyone have a good (cheap) source for crash bar clamps? I am looking for two so I can put the crash bar brace on my 05. I believe they are the 1 inch ones. They are pretty proud of them up here in the white north! Thanks
  10. Anyone have any experience or knowledge of these??? http://cgi.ebay.com/ebaymotors/Yamaha-Royal-Star-Venture-Saddle-Bag-Trim-Rails_W0QQcmdZViewItemQQcategoryZ10064QQihZ008QQitemZ180227959348QQrdZ1QQsspagenameZWDVW
  11. Folks...I got an email from one of our members who is looking for an article that was once posted here about installing a fairing on a RSTD. I've done a search and found a few threads but not the one where one of our members actually did it and posted some instructions on the bracket that he made and etc. I'm thinking that it must have been before the "Big Crash of '06". If you are the one who did it and/or know who did, please post again. It would actually also be good info to add to our tech library.
  12. OK folks. I want to thank Crash for handling our caps and shirts for the past 4 years. It is not easy to do with the minimum quantity requirements and etc. but he has done a great job for us and I thank him for all that he has done. He has notified me that due to a new job that he just no longer has the time to do this. I will be looking for a new vendor to handle our caps and thought that I would post here first. I don't know if we have any members who are in the embroidery business or not but if so, here is a GREAT opportunity to work very hard for very little profit and folks, it just don't get no better than that. If you are in the business and wish to discuss it with me, shoot me a PM or an Email. Again, thank you crash for the wonderful job you have done for us.
  13. Just read on CNN. a Dallas motor officer was involved in a fatal single-vehicle crash while escorting Clinton's motorcade through Dallas. cnn.com
  14. BC (Before Crash) There was DALLAS. Has anyone heard anything about him or know about him? Have been thinking about him lately.
  15. A long time ago, in the days of B.C. (before crash), there was a thread with this title. I had bookmarked it, but post crash now it's gone. IIRC the information, someone had described how he put regular headlights in the passing lamps housings that had both high and low beams to them. I would really like to find this information again, especially what lamps were used and where to find them. Anybody have any information on this?
  16. Actually, this is more like murder. This is just terrible. "Because of your recklessness, which was passing another vehicle in a no-passing zone, Todd had no choice but to run off the road to avoid hitting you head-on. You caused the crash that resulted in his death and the injury to his wife. You didn't even care enough to stop and help them." http://www.newarkadvocate.com/apps/pbcs.dll/article?AID=/20071020/OPINION03/710200325/1014/OPINION
  17. (Addresses at bottom of article) Transportation Department Documents and Publications February 26, 2007 Title: Motorcycle Crash Causation Study and Pilot Motorcycle Crash Causes and Outcomes Study. DATES: Please submit comments by March 28, 2007. Background: In 2005, 4,553 motorcyclists were killed and 87,000 were injured in traffic crashes in the United States, increases of 13 percent, and 14 percent respectively from 2004. Per vehicle mile traveled in 2004, motorcyclists were about 34 times more likely to die, and 8 times more likely to be injured in a motor vehicle crash than were passenger car occupants. Per 100 million miles traveled, in 2004, motorcyclist fatalities were 77 percent higher than they were in 1994. This compares with a decrease of 22 percent in fatality rates for occupants in passenger vehicles over the same period. These data show that the motorcycle crash problem is becoming more severe. /1/ Congress has recognized this problem and directed the DOT to conduct research that will provide a better understanding of the causes of motorcycle crashes. Specifically, in Section 5511 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) Pub. L. 109-59, Congress directed the Secretary of Transportation to provide grants to the Oklahoma Transportation Center (OTC) for the purpose of conducting a comprehensive, in-depth motorcycle crash causation study that employs the common international methodology for in-depth motorcycle crash investigation developed by the Organization for Economic Cooperation and Development (OECD). /2/ SAFETEA-LU authorized $1,408,000 for each of fiscal years 2006 and 2007, but provided for an equal match by the Grantee (Sections 5511 and 5101). The Secretary delegated authority to FHWA for the Motorcycle Crash Causation Grants under Section 5511 (71 FR 30831). FOOTNOTE 1 More detailed information on motorcycle crashes can be found in Traffic Safety Facts--Motorcycles, published by NHTSA and available on its Web site at: http://www-nrd.nhtsa.dot.gov/pdf/nrd-30/NCSA/TSF2005/MotorcyclesTSF05.pdf. END FOOTNOTE FOOTNOTE 2 The OECD methodology may be obtained by sending a request to jtrc.contact@oecd.org. END FOOTNOTE Coordination of FHWA Main Study and NHTSA Pilot Study Prior to the SAFETEA-LU directive by Congress to administer a full-scale study of motorcycle crash causes, NHTSA awarded a contract to conduct a pilot study of Motorcycle Crash Causes and Outcomes. The intent of this pilot study is to examine appropriate applications of the OECD methodology to motorcycle crashes in the United States. This pilot test is needed before any full-scale study could be conducted because the OECD methodology has not previously been implemented in the United States, and also because this methodology incorporates some options for collecting crash and control sample data that are affected by logistical and budget constraints. The authorization of funds by Congress for a full-scale motorcycle crash study provided an opportunity for the NHTSA pilot study to become closely coordinated with the FHWA full-scale study. As a result, the pilot study will test the procedures FHWA will consider using as it implements the OECD methodology. Additionally, it may be possible for the pilot study to transition directly into the main study, thereby allowing the main study to avoid many startup costs (e.g., site selection, training, coding manual development, data form development, etc.) that it otherwise would have incurred. This will allow the main study to capture a larger sample of crashes with the available funding. Recognizing these advantages, the DOT intends to submit a single request to OMB for approval of both of these studies. This notice is the first step in that combined approval request. Project Working Group Guidance A project working group consisting of representatives from the motorcycle industry and from the motorcycle community was formed to provide input into the study design. A working group meeting was held in Denver on June 15-16, 2006. At this meeting, consensus was reached that all the relevant OECD variables would be captured in both the NHTSA pilot and FHWA full-scale studies, that some of these variables would need to be modified to conform to U.S. requirements, and that other variables would need to be added to provide necessary data related to the U.S. roadway environment. Proposed Data Acquisition Methodology Use of Parallel and Complementary Procedures The OECD describes two complementary procedures to be performed for acquiring the data needed to understand the causes of motorcycle crashes. The first of these is the traditional in-depth crash investigation that focuses on the sequence of events leading up to the crash, and on the motorcycle, rider, and environmental characteristics that may have been relevant to the crash. The second procedure, known as the case-control procedure, complements the first. It requires the acquisition of matched control data to allow for a determination of the extent to which rider and driver characteristics, and pre-crash factors observed in the crash vehicles, are present in similarly-at-risk control vehicles. Such a dual approach offers specific advantages to the understanding of crashes and the development of countermeasures. The in-depth study of the crash by itself allows for analysis of the events antecedent to the crash, some of which, if removed or altered, could result in a change in subsequent events that would have led to a non-crash, or reduced crash severity outcome. For example, an in-depth crash investigation may reveal that an automobile approaching an intersection was in a lane designated for straight through traffic only, but the motorist proceeded to make a left turn from that lane into the path of an oncoming motorcycle. That finding can, by itself, be used to develop countermeasures, and does not require matched control data. However, acquiring matched control data from similarly-at-risk riders and drivers provides additional critical information about crash causes that cannot be obtained if only crashes are examined. The main purpose of acquiring matched data is to allow for inferences to be made regarding risk factors for crash causes. A brief explanation is provided here so that those less familiar with case-control procedures will understand the advantage of acquiring controls. /3/ Consider a hypothetical situation where it is observed that the proportion of motorcycle riders involved in crashes that have a positive Blood Alcohol Content (BAC) is the same as the proportion of matched (similarly-at-risk) control motorcycle riders not involved in crashes. And assume that the proportion of passenger-vehicle motorists who crash with motorcycles at a positive BAC is greater than matched control passenger-vehicle motorists. These data considered together would suggest that for crashes involving passenger vehicles and motorcycles, alcohol is a bigger risk factor for passenger vehicle drivers than it is for motorcycle riders. That is, the relative risk of crash involvement attributable to alcohol in motorcycle-automobile crashes is greater for passenger-vehicle motorists than for motorcyclists. Other risk factors for crashes (i.e., age, gender, riding and driving experience, fatigue level) for both motorcyclists and motorists can also be examined in this manner. If scaled interval measurements of risk factor levels are obtained (for example, if the level of alcohol is measured, not just its presence or absence), then it becomes possible to calculate functions showing how risk changes with changes in the variable of interest. Such risk functions are highly useful in the development of countermeasures. /4/ FOOTNOTE 3 This being a study of crashes involving motorcycles, data will be acquired from both crash-involved motorcycles and also motor vehicles involved in those crashes as countermeasures may be developed separately for each that could lead to a reduction in crashes involving motorcycles. Similarly, when control data are acquired, data from similarly-at-risk motorcycle rider controls and similarly-at-risk automobile driver controls will also be acquired. This way a balanced picture of the causes of crashes involving motorcycles and other vehicles will emerge. END FOOTNOTE FOOTNOTE 4 Certainly other outcomes besides the one presented are possible, and other comparisons are of interest. For example it would be useful to compare crash-involved motorcyclists to non-crash involved motorcyclists and crash-involved passenger vehicle motorists to non-crash involved passenger-vehicle motorists. These comparisons would allow for estimates of changes in relative risks for riders and drivers independently. END FOOTNOTE ADDRESSES: You may send comments within 30 days to the Office of Information and Regulatory Affairs, Office of Management and Budget, 725 17th Street, NW., Washington, DC 20503, Attention DOT Desk Officer. You are asked to comment on any aspect of this information collection, including: (1) Whether the proposed collection is necessary for the FHWA's performance; (2) the accuracy of the estimated burden; (3) ways for the FHWA to enhance the quality, usefulness, and clarity of the collected information; and (4) ways that the burden could be minimized, including the use of electronic technology, without reducing the quality of the collected information. All comments should include the Docket number FHWA-2007-26843. FOR FURTHER INFORMATION CONTACT: For questions concerning the FHWA Motorcycle Crash Causation Study, please contact Carol Tan, Ph.D, Office of Safety Research and Development (HRDS), at (202) 493-3315, Turner-Fairbank Highway Research Center, Federal Highway Administration, 6300 Georgetown Pike, McLean, VA 22101, between 9 a.m. and 5:30 p.m., Monday through Friday, except Federal holidays. For questions concerning the Pilot Motorcycle Crash Causes and Outcomes Study, please contact Paul J. Tremont, Ph.D, Office of Behavioral Safety Research, NTI-131, at (202) 366-5588, National Highway Traffic Safety Administration (NHTSA), 400 Seventh Street, SW., Washington, DC 20590, between 7:30 a.m. and 4 p.m. Monday through Friday, except Federal holidays.
  18. Here are some pics of an adaptor I made up for my bike jack. They were on here before but were lost in the crash. Maybe they can help someone out.
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