Group Riding by Wiliferd Lair

In our organization we often find ourselves riding in a group. Sometimes we need to look at how the group is riding and consider whether we are actually in a group riding experience or just riding in the same direction at the same time. The difference is in the consideration for others. If your group is strung out with large gaps between bikes it is likely that you fit the later category. The reason it is recommended that bikers ride in a staggered formation in groups is to allow more bikes to safely travel in a smaller linear space. This cuts down on cages entering the group as well as the inherent problems of some bikes getting through a light while others within the group have to wait. Those things string the group of bikes out more and results in a good leader seeking a place to pull off so the rest can catch up. Entering and exiting the highway increases the danger. Pulling off on the side of the road to wait is even worse. You want the group to stay together as much as possible to make it safer for everyone.

To start with, our groups should be kept relatively small. It is recommended that we have a size of about 6 bikes. Groups larger than 10 bikes create additional problems due simply to the size of the group. Our lane of travel is divided into three separate imaginary tracks for the motorcyclist. The center track is usually avoided, as that is where the cages leave their oil, antifreeze, and other droppings. The lead rider will be an experienced rider with the benefit of a CB radio. He uses the CB to communicate with the tail rider and to broadcast every turn. He/she will travel in the left track. The next rider will be a less experienced rider and will follow in the right track. The next less experienced rider will be in the left track directly behind the lead rider at a distance of not less than 2 seconds. This will put him no less than one second behind the rider to his right. This formation continues to the tail rider who will also be an experienced rider with a CB. It is his job to communicate with the lead rider. He watches the other riders in the group and lets the lead rider know when the last of the group has passed stops and turns. He also communicates any problems he may observe. The tail rider is responsible for setting the speed by communicating with the lead rider. Should a rider have trouble, the tail rider stops to offer assistance after communicating his intention to the lead rider. No one gets left behind. Other riders do not stop where their stopping creates a traffic hazard.

CB chatter adds to the pleasure of the ride if kept clean. The CB is also a significant tool for the ride. The lead rider and the tail rider should always receive priority with the CB so vital information can be exchanged about the ride. The chatter is fine but remember to bow out when ride information is being exchanged. Ride safe and ride again.

Editorial by Ron McCall

When riding in a group, no rider should ever feel pressured to ride beyond their comfort zone. If anyone should feel that the group is riding too fast for the conditions, especially at their particular level of riding skill, he or she should never personally ride beyond their level of comfort. If that means slowing to a speed at which they feel more secure, the group will accomodate. This is why riders with unknown or uncertain levels of skill should be placed within the group, and one of the more skilled riders should be riding tail-gunner. His responsibility is to make sure that the leader knows that the group needs to slow down if necessary to accomodate various individuals.

Heated Clothing by Steve Short

This article is placed on this page as it is felt that remaining comfortable on a ride is a significant safety issue. Being cold on a ride drains our ability to respond quickly, impairs our judgement, and causes us to ride with less skill than might otherwise be the case. Anything that impairs our concentration on riding becomes a safety issue.

During this weeks dinner ride the question of heated clothing came up. While not as divided as constitutional amendments there are pro and cons and some of us have definite opinions. Starting with vendors there are four or five major vendors. My favorite, Gerbings, Warm and Safe, Widder, Harley Davidson, and Aerostich. All are pricy, specific prices and details can be obtained on the web. All use a similar system of directing electrical current through imbedded wiring that produces heat. The problem you need to be aware of is the available output of your scooters electrical system after operating requirements are met. Just like gasoline, use more than is available and you may be walking.

Clothing options include jackets and jacket liners, gloves, vests, pants and pant liners, chaps, bibs, and socks. I have gloves, jacket liner, outer pants, and socks. I only use the socks if I will be in extreme cold. The most important single item to own would be the jacket. Folks who have studied extreme cold weather survival advise keeping your chest warm first. Why? Your brain diverts warming blood from the extremities to the vital organs when it gets cold. That explains why the hands and feet feel cold faster in the winter. Keep the chest cavity warm and the body sends more warming blood to the little piggy.

What’s the cost? From a couple hundred dollars for a jacket liner to up to a grand for a full system with a thermostat, also called a controller. Just like in your home, the thermostat varies the current and the amount of heat produced in the garment. From simple on and off switches, to permanent and portable controllers the choice is yours. The better controllers actually use less current when adjusted to lower temps. Some are dual function for two items, warmer gloves and cooler jacket for example.

Not only does heated clothing extend the riding season into the fall and winter months, it has become a permanent part of my travel gear. Some of my most uncomfortable riding has been in the summer during cold snaps and cold rain. Especially in the northern states and mountains. The Gerbing outer clothing is water resistant and serves as dual purpose gear for me.

Does it keep you warm? My answer is yes. In February, 2003 a friend and I rode to San Jon, Mew Mexico and back in less than 24 hours. Over 1,100 miles, 14 degrees when we left and 17 upon return. Most of the ride was below 32, it warmed up near Amarillo on the way out! We saw a lot of snow along I-40 and lots of abrasive sands on the road. The rest of the story is we wore several layers of clothing. We stayed warm.

Now you are thinking, didn’t my mother tell me to keep my head covered and warm when it is cold? Yes. I wear a flip full helmet with a balaclava. I have a thin black one and a thicker fleece from Bass Pro. In case of fog/frost I can slightly open the visor to clear my view. Not safe to ride warm and not be able to see the open road or the next curve.

Steve’s tips on extreme weather riding. I have had thermostat’s “controllers” fail. While they were under warranty their failure could have left me on the road and cold. I have never had a fuse blow but I have heard of it happening. I have two independent systems on the Honda and Harley and extra fuses. If I have a complete failure on one system I have a second source to fall back on. I also have heated grips on both bikes.

I hope this has answered some questions on heated clothing. If not, just ask me the next time you see me. I approve this message. Paid for by the national organization for the prevention of cold fingers and toes. (editor's note-can you tell this is an election year?)

Making U-turns

Editorial by Wiliferd Lair

Sometimes, even with a modern GPS, we can get ourselves into a situation in which we need to make a U-Turn. Obviously, we would prefer to be able to make our turn in a nearby parking lot or circle drive but sometimes these aren't handy. Some riders will make one half a turn, back up, and turn a little more while moving forward, then back up and continue this process until the turn can be made. This process is effective but puts the rider at risk the entire time the road is blocked with his vehicle. A much safer and better looking U-turn can be made without a stop.

Slow to a comfortable speed. Start turn only when traffic is clear to the front and rear. Some people prefer to use second gear--some use low. Use some throttle, especially on a fuel injected bike, but keep the throttle very steady. Use the rear brake, dragging it to help maintain stability of the bike during the turn. Do not fear the use of the clutch. Don't pull it in all the way but do use the friction zone to help maintain balance. Avoid using the front brake during the turn as it tends to upset the machine while leaning. Weight the inside peg. Shift weight to the outside of the turn. Note: this is opposite what one does to effectively turn at speed--it is called counterweighting. The passenger should look over the shoulder of the rider on the outside of the curve to assist with the counterweighting. Turn your head sharply in the direction of the turn. Your chin will actually touch your shoulder. Look where you want to be--not at the outside edge of the road. Remember, you will go where you look. If the bike seat allows for it, shift your weight to the outside of the curve by literally moving to the outside edge of the seat. This weight shift does more than most anything to assist with a tight low speed turn.

Practice in an empty parking lot on a regular basis. You have acquired a valuable skill when you can keep the handlebars turned to lock for a full 360 degree without putting your foot down. Most large bikes can make a turn within a 20 foot width. A normal two lane road is 24 feet wide.

Riding the Twisties

When riding with a passenger the passenger should be instructed to keep their body in line with the motorcycle. The passenger should look over the shoulder of the rider on the inside of the curve. Legs should remain tucked in against the motorcycle.

The rider should also keep his body in a straight line with the motorcycle but tilt the head such as to keep the eyes level with the horizon. This helps to maintain one's perspective. The knees should be kept tight against the bike. The body should be slightly forward so as to help shift weight to the front wheel. The elbows should be bent.

Anticipate the turn by using both brakes to slow to an entry speed that will allow one to roll on the throttle through the turn. Rolling on the throttle during a curve helps to add stability to the chassis of the motorcycle. Move to a lane position to the outside of the curve. Look as far through the curve as possible. Ride to the inside of the curve then exit on the outside of the curve. This outside-inside-outside line of travel requires the least amount of lean to successfully negotiate the curve.

Do not ever cross the center line. It is impossible to know what may be coming from the other direction. The worst of all accidents is meeting another vehicle in their lane on a sharp curve. Everyone sometimes misjudges a curve and gets in a little too hot. The Hurt Report concluded that most motocycle accidents in a curve happen when the rider panics and straightens up the bike long before reaching the limits of the machine. Most modern motorcycles with modern tires can withstand a tremendous amount of lean without sliding out. Should a slide out occur it will result in a low slide. If a crash is going to occur, a low side crash is far preferable to a high side or running off the roadway into the woods at speed. If breaking has to be done while in a curve use significant moderation. Traction is severely compromised by the lean of the cycle. If a higher level of braking must be done straighten the bike then brake hard and finally drop back into your lean. This is to maximize traction. Always get back into the lean prior to running out of roadway or to crossing the center line. Remember, almost all bikes will scrape hard parts on the road long before they are in danger of sliding out.

Your worst enemy in a curve is not the road or the limitations of the machine, but in your own panic.

The following photos are of Wiliferd and Charlotte Lair on the Tail of the Dragon in North Carolina.

Mile-eaters

by Steve Short, Chapter Director

If you have had time to read the ride report for the Nova Scotia run you know my Kansas friend Mike has had some health problems. Mike and I started riding together in 2002 after I purchased the “Blue Lady” Electra Glide. We have traveled together to three of the four corners of North America.

Mike is a good, safe rider and has put in some long days. Code for being a mile-eater, while not having a certified Iron Butt ride under his belt he has ridden over one thousand miles in one day. Mike provided several good pointers on how to ride on gravel on our 12,500 mile trip to Alaska.

If you have not guessed it by now, I enjoy the interstates, I-5 to I-95. Challenges of the clock and the straight smooth Audubon. Endurance riders enjoy setting up the motorcycle to maximize the utility and minimize the distractions. With auxillary tanks, storage bags for food and drink, extra lighting, and good health riders can put amazing amounts of miles in twenty-four hours.

Can mile-eaters do their magic safely? Maybe you and I can discuss this over some ice cream after a good day of riding. My concern today centers on what happens when endurance riders ride with others. Endurance riders normally ride by themselves, when pushing for the finish line every gas stop, every minute is important. Decisions on when to stop for a rest or the day may be made in less than fifteen minutes. A decision may be a power nap by the side of the road or call it quits for the day. This is a decision you can only make for yourself, not for others.

Last week Mike was not 100% and we put in some long days, the last starting at 5:00 am. Looking back I trusted Mike to share how he was feeling and in retrospect I think he may have just wanted to get home or not be the one to say “stop.”

How does this apply to group “dinner” rides or the day ride we enjoy in Missouri and northern Arkansas? When we ride as a group we are fortunate to have a tail rider that keeps and eye on the group and has several times called to the leader to slow it down in the curves to adjust for rider profiency. As I shared earlier, I like the long straight dual lanes, not the curves. There are several folks who like to scrap the pegs; I live in fear of scraping the pegs. What I can do is adjust my speed to my comfort level.

How do you share you are getting tired, you are seeing double, your eyelids want to drop, or your butt is killing you on a ride? Be honest and let the others know you are approaching your limit. I recall a ride in October, 2004 when several Harley riders were coming back from New Orleans after getting a late start. This group consisted of me, Mike, a MSF instructor, and the local HOG assistant director. All riders had over twenty years experience and over 100,000 miles under their belts. When I started the day I knew the 850 mile route home would be an easy day ride. At a gas stop in northern Arkansas one of the group says he is tired and needs to spend the night in a bed. Yours truly announces I am not stopping and going home. Through training and preparing the platform I know my limits, Mexico to Canada in under 24 hours, 1,500 plus miles in under 24 hours, and a personal best of 1,722 miles in under 24 hours. What I did was throw the challenge down that the others could not refuse, even Mike who would not have had a problem telling me he needed to stop if we were on the road by ourselves.

We made it home safely, even kidding of riding on to St Joe, Missouri to do 1,000 in 24.

What should you learn from this? If you are feeling tired, hot, exhausted, or just not up to keeping the pace know when to say when. We participate in a sport where a mistake can end up similar to the drug snippet “this is your brain on drugs.” Enough said, sometimes our mistakes are recoverable, sometimes not. We must train and practice riding habits that allow us to continue this great sport. We participate in a sport where the experienced and novice ride track to track. You must take the responsibility for yourself and others safety.

Crossing Over

editorial by Wiliferd Lair

All of us occasionally must cross obstructions in the road that come as an angle to the path of travel. This is usually in the form of railroad tracks, streetcar tracks, or may be something else in the road that we must cross. Sometimes this is debris such as 2x4s or other objects lying in the road. We don't always have the opportunity to go around such objects either because they go all the way across our lane or we don't see them until it is impossible to stop or perhaps swerving may not seem a good idea due to limited lane width or heavy traffic. When we decide we must cross over something in the road we try to secure as close to a 90 degree approach to the obstruction as possible. Slow to a moderate rate of speed. Weight the pegs by raising ever so slightly from the seat. Just as the front tire approaches the obstruction accelerate slightly. This lightens the front end to allows it to react less to striking the obstruction. As the front tire clears the obstruction roll off the throttle to lighten the rear wheel.

A Lesson to be learned by Ron McCall:

Recently, while on a nice summer vacation trip with my favorite riding partner, my wife and I met an unexpected conclusion to our riding. We were traveling south on US65 in southern Iowa, and had already that day ridden in a light rain. We had enjoyed touring the covered bridges in Winterset, Iowa, site of filming of the movie “The Bridges of Madison County”, starring Clint Eastwood and Meryl Streep. Seeing most of the bridges requires traveling a considerable distance on gravel roads. With care, those roads can be negotiated quite safely, even two-up. We were privileged to be able to take a number of very nice photos of the bridges. There is only one bridge that can be driven through, as it has been rebuilt to modern specifications, enabling it to handle the weight of most vehicles.

But let me get back to the events of that Sunday morning. We came upon a pickup towing a horse trailer, traveling south on US65, as we were. We slowed to follow him for a time, and soon noted that the right light on the back of the trailer was flashing, with what appeared to be a regular, rhythmical pattern. There was no light illuminated on the left side of the trailer. Both vehicles slowed further, and I saw that there was opportunity to pass. The lines in the center of the road did not indicate that there was any significant problem with passing, so we began to pass on the left.

Just as we got even with the front fender of the pickup, he began to execute a left turn. We were traveling two-up, so emergency maneuvering was significantly more difficult than if I were one-up. Additionally, we were towing a cargo trailer, making emergency braking much more of a challenge. The last thing I remember while still on the bike was the sight of the pickup’s fender just inches from my right leg, and realizing that we were going to be hit, and there was nothing I was going to be able to do about it. I heard the impact, and the sound of plastic and metal meeting. The next thing I remember is waking up on the ground, separated from my bike by about 25 feet, and being about 15 feet away from my wife. I was able to stand, remove my helmet and jacket, and saw to my wife’s condition. She to this day does not remember the accident. She remembers someone telling her that there had been an accident, and that the helicopter was on its way.

Not a pretty site

What can be learned from this event? First, country highways may have many hidden dangers. The intersection we were approaching was not as clearly marked as I am accustomed to seeing. Nothing wrong with the quality of the road surface on US65, but the side roads had a significant amount of loose gravel. Secondly, the fact that I saw but one light illuminated on the trailer was verified by the Highway Patrol. He also told me that the left lights on that trailer were not functional, creating a very unsafe situation. So what did it mean when I saw one light flashing? It meant that one light worked! Other than that, no sure meaning can be deduced from seeing that one light. The driver was certainly not signaling a right turn, and there was apparently no way I could have known that he was signaling a left turn, as I could not see the lights on the towing vehicle due to the size of the trailer. Next, and most importantly, was my lack of patience. Had I simply held back and made sure that the pickup/trailer had in fact committed to his turn, then his intentions would have been made crystal clear, in spite of what I may have seen in the way of signal lights.

Our injuries will all heal, and there should be no permanent problems as a result of this mishap. My pride will heal, my self-confidence will recover. Will we ride again? I believe so. I do know that this will not happen until I am sure that my physical capabilities have fully recovered. I know that I will be more careful! How long will I remember these lessons? Hopefully, long enough to make them a permanent part of my riding style. We enjoy the sport of motorcycle riding too much to want to give it up. The sights, the sounds, the aromas that one experiences on a motorcycle can’t be fully duplicated in other ways. We can never forget that there is inherent danger, and we must always be cautious, so that we can ride again another day.

"12 Rules for the Wing Driver"

1. Takeoffs are optional; Stopping is mandatory.

2. Never try to drive farther than your fuel will allow.

3. When in doubt, stay home. No one ever suffered major injuries from a head-on with a remote control.

4. There are good stops and there are great stops. Any stop you can walk away from is a good one. A great one, you can drive your wing away from.

5. Learn from the mistakes of others, you may not live through yours.

6. Your probability of survival is directly and inversely proportional to your angle and speed of arrival to the stopping object. The higher the speed and closer to head-on, the less chance of survival.

7. Never let your Wing take you someplace your brain hasn't spent at least 15 seconds.

8. In the eternal conflict between objects of plastic and steel moving at speed and the ground, the ground has yet to loose.

9. Good judgement comes from experience. Unfortunately experience comes from bad judgement. See rule #3

10. Keep looking around there's always something you missed.

11. Remember that gravity is not just a good idea, it's the law, and one that doesn't break easily.

12. Remember thy Co-rider for they are the bearers of great pleasure if you get it right and even greater suffering if you get it wrong.

A Motorcycle is a Vehicle with the Same Privileges of Any Vehicle on the Roadway BUT

Facts About Motorcycle Accidents

submitted by Randal Matney

* 54% of Motorcycle deaths in 2002 are multiple vehicle. Most motorists that are involved in an accident with a motorcycle say that they never saw the motorcycle.

Motorcycles do not react to all situations in the same way that other vehicles react because a motorcycle has to adjust to road conditions.

Most car and truck drivers look for other cars and trucks and don't even think of a motorcycle

Even single vehicle motorcycle accidents can be caused by other vehicles, as they pull out in front of, change lanes and cut off, or brake suddenly.

A motorcycle's smaller physical profile makes it more difficult to see. Speed and braking distances are more difficult to judge for the driver of the other vehicle.

What Should Motorists Do?

o Look for motorcyclists. Be alert and aware at intersections, when pulling out into traffic, sudden stops, and changing lanes. Cars may not be present, but there may be a motorcycle that you do not see. Motorcyclists need time and space to react.

o Allow plenty of space when following a motorcycle. Motorcycles need time and space to react. Even slight contact with another vehicle, applying brakes too quickly, being forced into a curb, or onto loose gravel will have a devastating effect on the motorcycle.

o Be aware of a motorcyclist's need to maneuver around road problems. A motorcyclist must change positions to avoid to road conditions that are dangerous to them. A car is not affected by these road conditions and may not even notice them, or realize the motorcyclists situation. Motorcyclists need time and space to react.

o Signal to make your intentions known, even if you there are no cars in front or behind you. Let the motorcyclist know what to expect from you to give them time and space to react safely.

o Treat a motorcycle as a full-sized vehicle with the same rights to the road. Give motorcycles the full lane that they need and stay the proper distance behind them. Motorcyclists need time and space to react.

The Most Dangerous Situations

Left Turns at Intersections

Making a left turn in front of a motorcycle is the most common accident between cars and motorcycles. Intersections are dangerous situations. Over 40% of all motorcycle accidents occur at intersections.

Vehicle's Blind Spot

Bikers riding alongside a lane of other vehicles may be out of site of the driver. A driver may run into a motorcyclist as the driver changes lanes.

Changing and Hazardous Road Conditions

Motorcyclists have to avoid potholes, slick spots, debris in the road, and be careful when riding over railroad tracks. Drivers of larger vehicles may not even notice these conditions.

Weather Conditions

Rain, wind or ice will affect a motorcyclist's handling of the bike as well as visibility. Large trucks speeding by may cause a forceful wall air or water to throw the motorcycle to the side.

Larger Vehicles

Exercise caution around large vehicles, such as a van, SUV or truck. They may hide a cycle from a driver's view. The motorcyclist may seem to suddenly appear from nowhere.

* The Insurance Institute for Highway Safety