FL2D Gold Wing Road Riders Association

Nov. 2014
FL2D
Newsletter of Harbor City Wings Melbourne, FL
Gold Wing Road Riders Association
NATIONAL, REGIONAL
& DISTRICT TEAM
Hey Everyone,
Just wanted to write and say Hi. We have been in and out
of the state so much we have licenses in about 8 different
states. Not really but we should with the running we have
been doing.
Do want to get some information out to all, that we will be having a December
and January meeting. I know not the normal but we need to plan a few things
such as the Christmas Party and then our Luncheon in January . The Cost is $
10 per person for the Christmas Party and must be paid in advance. Would like
for everyone to be paid by the December meeting. We will discuss everything
at the November meeting and confirm during the December meeting. The
January meeting will be to discuss the Lunch we are putting on at the end of
January.
Meetings - First Tuesday of each month. Currently meeting at : MeMaws on Babcock in Palm Bay.
Eat, Chat and Mingle at 6:00pm. Meeting starts at 7:00 pm
CONTENTS:
Directors Comments
GWRRA Events
Birthdays/Anniversaries
Ride Coordinator
Rider Safety
Dates
Chapter Meeting
Trip pictures
District Rally
Sale Items
Advertisers/Supporters
pg. 1
pg. 3
pg. 4
pg. 5
pg. 7
pg. 17
pg. 18
pg. 20
pg. 22
pg 23
pg.24,25
DIRECTOR GWRRA
Ray & Sandi Garris
DEPUTY DIRECTOR EAST
Bob & Nan Shrader
REGION “A” DIRECTORS
Jim & Sue Jackson
FLORIDA DISTRICT
DIRECTORS
Bill & Gina Berry
863-860-4484
ASST DISTRICT DIRS.
Harry & Lynn Anderson
321-952-1448
CHAPTER FL2-D STAFF
CHAPTER DIRECTORS
Steve & Barb Squires
321-557-7762
ASST. CHAP. DIRECTORS
Scott & Sandy Myers
321-255-2256
RIDE EDUCATOR
Bill Harris
321-242-0583
TREASURER
JoAnne Davies
321-254-8079
SUNSHINE LADY
Rachel Moyer
321-951-0301
NEWSLETTER EDITOR
Richard Mitts
321-952-4487
RIDE COORDINATOR
Lynn Anderson
321-952-1448
On another note the mountains and fall leaves were beautiful. We did not hit peak but
shortly after, still better than nothing. Several people in the chapter have been traveling so
we hope you had a great time and we cannot wait to hear about them.
On a short note, Scott and Sandy Meyers are 1st time grandparents of a bouncing baby
Girl Bailey Marie Meyers born Oct 22, 2014 here in the great town of Melbourne...
Thank you,
Steve & Barb Squires
CHAPTER DIRECTORS
Q: What do you call a fake noodle? A: An Impasta
Q: What do you call an alligator in a vest? A: An Investigator
Q: What happens if you eat yeast and shoe polish? A: Every morning you'll rise and
shine!
Q: "What's the difference between a guitar and a fish?" A: "You can't tuna fish."
Q: Did you hear about the race between the lettuce and the tomato? A: The lettuce was a
"head" and the tomato was trying to "ketchup"!
Q: What do you get from a pampered cow? A: Spoiled milk.
Q: Did you hear about that new broom? A: It's sweeping the nation!
Q: What do you call an elephant that doesn't matter? A: An irrelephant.
Q: What do lawyers wear to court? A: Lawsuits!
Q: What gets wetter the more it dries? A: A towel.
Q: Why did the belt get locked up? A: He held up a pair of pants.
Q: What do you call a fat psychic? A: A four chin teller.
2
Oct. 26, 2014
2014 FLORIDA GWRRA EVENTS
FL2-L 20th Anniversary Party
FL1-K2 Tin Butt Ride
Nov. 8
Nov. 15
Lakeland
St. Petersburg
2015 FLORIDA GWRRA EVENTS
Jan. 1
Jan. 11
Jan. 17
Jan. 17
Jan, 31
Feb. 7
Feb 21
Mar. 19-21
Apr. 4
Apr. 11
May 14 -16
Jun 18 – 20
Jul. 16 – 18
Sept. 3 - 6
Oct, 29 – 31
First Ride of the Year “Shrimps r’ Us”
Chapter Conference
FL2-L Chapter Rally
Chilly Run
FL2-D Multi Chapter Lunch
FL1-G Chapter Rally
FL2-G Chili Cook-Off
Florida District Convention/Rally
FL1-K Rally & Party
FL1-B Road Rally
Alabama District Rally/Convention
Georgia District Rally/Convention
So. Carolina District Rally/Convention
Wing Ding
Region “A” Rally/Convention
Welaka
Kissimmee
Lakeland
DeFuniak Springs
Micco
Deltona
Fort Myers
Kissimmee
St. Augustine
Seffner
Eufaula, AL
Dillard, GA
Anderson, SC
Huntsville, AL
Eufaula, AL
To view our FL2-D Calendar, click on Present Calendar Posting.
GWRRA MOTTO: Friends For Fun, Safety and Knowledge
3
Birthday’s
Anniversaries
11/18 Harry & Lynn Anderson
11/9
11/10
11/25
Sandy Meyers
Jim Haynes
Linda Mitts
4
Ride Coordinator
Ever take anything for granted????? Sure you have… every time you flipped the light
switch on, every time you turned a faucet on and even whenever you put your key in the
ignition of your car, these you always take for granted that they are going to work for you.
Where is this going ? You ask….Let me tell you.
As most of you know , Harry and I just returned from our trip to Vermont and the New
England states. OMG!!!!! What a fantastic time we had. It was 60 degrees during the day
and 35-45 at night. I can't even begin to describe the trees and their fall foliage colors.
Everything was absolutely breath taking. It was while on one of our tours thru the country
side that it dawned on me that I had seen these same colors for thirty years and never
really saw them. You see for thirty years of our marriage, we had lived in and around
Pittsburgh, Pennsylvania.
That's right, Pennsylvania. . One of the most beautiful areas in the USA for fall foliage.
The smell of fall, the colors of fall, the nip in the air that said thanksgiving and Christmas
were coming. But you know what... Looking back now, I realize that I saw it but never
really appreciated it. That's right ….I TOOK IT ALL FOR GRANTED. I just assumed
that I would always be able to enjoy the fall and all it beauty. Now having lived the beautiful GREEN state of Florida without the changing seasons for eighteen yrs, I never gave
it much thought either. Then came the trip to Vermont…….. and I realized I didn't know
what I had until it was no longer there.
Again… where is all this rambling going? Stop and think, how much of your life do you
take for granted. Be honest… probably 98% of it. We all do. So the next time you make
an excuse for not attending a kick tire or a rally, remember…you just gave up a moment
in your life that you took for granted. That moment will never come again. get up, get out
enjoy each moment. You'll be surprised how much better life looks when you do not take
it for granted.
Remember…. Watch out for the guy, behind the guy in front of you. That is you and we
like you.
Lynn
PS. HERO OF THE MONTH….Richard Mitts. For being the
ONLY FL2D member to help our sister chapter FL2N with
their police rodeo.
….LYNN
RIDE COORDINATOR
5
Safety Educator
Motorcycle Accident Data
From: http://en.wikipedia.org/wiki/Motorcycle_safety
Bill Harris CE
Accident Rates
A CalTrans sign on the 91 eastbound in Anaheim, cautioning drivers to be on the lookout for bikers who
may be in their blind spots
According to the U.S. National Highway Traffic Safety Administration (NHTSA), in 2006, 13.10 cars out
of 100,000 ended up in fatal crashes. The rate for motorcycles is 72.34 per 100,000 registered motorcycles.[1] Motorcycles also have a higher fatality rate per unit of distance travelled when compared with
automobiles. Per vehicle mile traveled, motorcyclists' risk of a fatal crash is 35 times greater than a passenger car.[1] In 2004, figures from the UK Department for Transport indicated that motorcycles have 16
times the rate of serious injuries compared to cars, and double the rate of bicycles.[2]
A national study by the Australian Transport Safety Bureau (ATS) found that:
 Motorcycle rider death rates increased among all rider age groups between 1998 and 2000
 Motorcycle rider deaths were nearly 30 times more than drivers of other vehicles
 Motorcycle riders aged below 40 are 36 times more likely to be killed than other vehicle operators of
the same age.
Motorcycle riders aged 40 years and over are around 20 times more likely to be killed than other drivers
of that same age.[3]
According to 2005 data from the NHTSA, 4,008 motorcycle riders were killed on United States roads in
2004, an 8% increase from 2003.[4]
During that same period, drivers of automobiles showed a 10% increase in fatalities, while cyclists
showed an 8% increase in fatalities. Pedestrians also showed a 10% increase in fatalities. A total of
37,304 automobile occupants were killed on U.S. roads in 2004.[5]
Additional data from the United States reveals that there are over four million motorcycles registered in
the United States. Motorcycle fatalities represent approximately five percent of all highway fatalities each
year, yet motorcycles represent just two percent of all registered vehicles in the United States. One of the
main reasons motorcyclists are killed in crashes is because the motorcycle itself provides virtually no protection in a crash. For example, approximately 80 percent of reported motorcycle crashes result in injury
or death; a comparable figure for automobiles is about 20 percent.[6]
2.0 Research
Two major scientific research studies into the causes of motorcycle accidents have been conducted in
North America and Europe: the Hurt Report and the MAIDS report.
2.1 Hurt Report
6
A major work done on this subject in the USA is the Hurt Report, published in 1981 with data collected in Los Angeles and the surrounding rural areas.[7] There have been longstanding calls for a new safety study in the US, and
Congress has provided the seed money for such a project, but as yet the remainder of the funding has not all been
pledged.[8]
The Hurt Report concluded with a list of 55 findings, as well as several major recommendations for law enforcement and legislation. Among these, 75% of motorcycle accidents involved collision with another vehicle, usually a
car. In the MAIDS report, the figure is 60%.
Other notable findings in the Hurt report (quoted below) were:[9]
 75% of accidents were found to involve a motorcycle and a passenger vehicle, while the remaining 25% of accidents were single motorcycle accidents.
 In the single vehicle accidents, motorcycle rider error was present as the accident precipitating factor in about
two-thirds of the cases, with the typical error being a slide-out and fall due to over braking or running wide on a
curve due to excess speed or under-cornering.
 Almost half of the fatal accidents show alcohol involvement.
 Injury severity increases with speed, alcohol involvement and motorcycle size.
 In the multiple vehicle accidents, the driver of the other vehicle violated the motorcycle right-of-way and
caused the accident in two-thirds of those accidents.
 The report's additional findings show that the wearing of appropriate gear, specifically, helmets and durable
garment, mitigates crash injuries substantially.
 Vehicle failure accounted for less than 3% of these motorcycle accidents, and most of those were single vehicle
accidents where control was lost due to a puncture flat.
 Weather is not a factor in 98% of motorcycle accidents.
The failure of motorists to detect and recognize motorcycles in traffic is the predominating cause of motorcycle accidents... Conspicuity of the motorcycle is a critical factor in the multiple vehicle accidents, and accident involvement is significantly reduced by the use of motorcycle headlamps-on In daylight and the wearing
of high visibility yellow, orange or bright red jackets.
2.2 MAIDS Report
The most recent large-scale study of motorcycle accidents is the MAIDS report carried out in five European countries in 1999 to 2000, using the rigorous OECD standards, including a statistically significant sample size of over
900 crash incidents and over 900 control cases.
The MAIDS report tends to support most of the Hurt Report findings, for example that "69% of the OV [other vehicle] drivers attempted no collision avoidance maneuver," suggesting they did not see the motorcycle. And further
that, "the largest number of PTW [powered two-wheeler] accidents is due to a perception failure on the part of the
OV driver or the PTW rider." And "The data indicates that in 68.7% of all cases, the helmet was capable of preventing or reducing the head injury sustained by the rider (i.e., 33.2% + 35.5%). In 3.6% of all cases, the helmet
was found to have no effect upon head injury" and "There were no reported cases in which the helmet was identified as the contact code for a serious or maximum neck injury."[10]
2.3 Inconclusive findings on conspicuity
A New Zealand study using data taken between 1993-96 in the city of Auckland, a "predominantly urban
area" (Wells et al.[11] ) supported the Hurt Report's call for increased rider conspicuity, claiming that riders wearing
white or light colored helmets, fluorescent or reflective clothing or using daytime headlights were underrepresented when compared to a group of motorcycle accident victims. The accident victims were those who were
killed, or admitted or treated at hospital "with an injury severity score >5 within 24 hours of a motorcycle crash".
Accidents that did not result in hospitalization or treatment for a critical injury, or a death were not considered, nor
was there any consideration of involvement of other road users, or culpability. The definition of reflective or fluorescent clothing was taken to include "clothing or other articles such as a jacket, vest, apron, sash, ankle or wrist
7
band, or back pack including stripes, decals or strips". No assessment of the type (open or full-face) of helmet was
undertaken. Most of the crashes took place in "urban 50km/h speed limit zones (66%), during the day (64%) and
in fine weather (72%)". No association was observed between risk of crash related injury and the frontal color of
the drivers' (sic) clothing or motorcycle.
The MAIDS report did not publish information on helmet color or the prevalence of reflective or fluorescent clothing in either the accident or control groups, or the use of lights in the control group, and therefore drew no statistical conclusions on their effectiveness, neither confirming nor refuting the claims of the Wells report. In each
MAIDS case, the clothing worn by the rider was photographed and evaluated.
MAIDS found that motorcycles painted white were actually over-represented in the accident sample compared to
the exposure data.[12] On clothing, MAIDS used a "purely subjective" determination of if and how the clothing
worn probably affected conspicuity in the accident. The report concluded that "in 65.3% of all cases, the clothing
made no contribution to the conspicuity of the rider or the PTW [powered two-wheeler, i.e. motorcycle]. There
were very few cases found in which the bright clothing of the PTW rider enhanced the PTW’s overall conspicuity
(46 cases). There were more cases in which the use of dark clothing decreased the conspicuity of the rider and the
PTW (120 cases)." MAIDs concluded that in one case dark clothing actually increased conspicuity but reported
none where bright clothing decreased it.[13]
3.0 Attitudes about risk
Transportation historian Jeremy Packer has suggested four categories to describe the different approaches to the
risks of motorcycling. The first and fourth categories take opposite views of motorcycling, but share a fatalistic
notion that to motorcycle is to tempt fate. The second and third categories differ in the degree of emphasis they
place on measures to limit the risk of riding, but share the view that riders have some degree of control and are not
victims of fate.[14]
Quit riding. Or ban motorcycling; this is the belief that motorcycling is too dangerous. Some former motorcyclists had an epiphany due to an accident involving themselves or a person they know, which permanently upends
their view of motorcycling. Some are adamant in their opposition to motorcycling, unwilling to consider the merits
or pleasures of riding due to their horror at the danger and physical carnage of motorcycle accidents. Agony aunt
Claire Rayner, in her review of Melissa Holbrook Pierson's motorcycling book The Perfect Vehicle, admits her
prejudice that nothing Pierson writes could change her attitude about motorcycling because, "I used to be hospital
casualty nurse and spent so much time dealing with bikers who were scraped off the road like so much raspberry
jam after accidents that I became an implacable hater of the machine... The danger to which bikers constantly put
themselves, however well-wrapped in their urban armor of studded leather, and however horrendously helmeted,
seems to me a reason for banning the infernal machines. ...a smell of blood and smashed muscle and bone mixed
with engine oil. That is what motor cycle means to me. And, I'm afraid, always will."[15] Some safety experts have
advocated banning motorcycling altogether as being untenably dangerous.[16][17]
Hyper reflective self-disciplinary. This attitude to risk consists of self-criticism, constant vigilance, perpetual
training and practice, and continual upgrading of safety equipment. It is sometimes a reaction to an epiphany.
There are many examples of riding advice which enumerate strategies for avoiding danger while riding, but they
de-emphasize the rider accepting inherent risk as part of riding, instead emphasizing the rider's agency, based on
his education and practice, in determining whether he will crash or not, and the utility of the correct safety gear in
whether or not he will be injured in a crash.[14][18] David Edwards of Cycle World wrote, "Here's the thing: motorcycles are not dangerous," saying that if a rider has a license, attends riding schools, wears all the gear all the time
(ATGATT), and develops an accident avoidance sixth sense, motorcycling can become safe; "... do all of these
things, become really serious about your road craft, and you'll be so under-represented in accident statistics as to
become almost bulletproof."[19] Kevin Cameron, also in Cycle World wrote, "[J]udgment improves with use. The
longer you ride, the safer your operation tends to become. You learn to control your vehicle in a wider variety of
situations, and you learn the value of playing three moves ahead of the four-wheeled traffic around you—as you
must. In the process, you become a better automobile driver as well as a more skilled motorcyclist.".[20]
8
Risk Valorization.[21] This is the acceptance that risk is unavoidable but can be embraced by making certain
choices, whereby motorcyclists, "reappropriate risk and motorcycling as something which can't be measured only
according to utility and efficiency... This discourse doesn't eschew safety in absolute terms, but neither does it
maintain the validity of safety as the be-all and end-all for riding."[14] Motorcycling advocate and writer Wendy
Moon said that one of the reasons she relaxed her insistence on always wearing a helmet while riding was that she
no longer considered it worth "the mental effort required to maintain that protective attitude. I am not free to live
in the now because I’m enslaved to the future 'what if.' ...So we gradually distance ourselves from experiencing a
full and free life and we don’t even know it. As a society, we’re like kids so bundled up against the snow we cannot move at all.... Embracing that risk rejuvenates the soul and empowers one to live the rest of her life as she
wants."[22]
Flaunting risk. Hunter S. Thompson's passages in his book Hell's Angels have been quoted by Packer and others
as perhaps the best illustrations of the devil-may-care approach of a sizable group of motorcyclists: "They shun
even the minimum safety measures that most cyclists take for granted. You will never see a Hell's Angel wearing a
crash helmet. Nor do they wear Brando-Dylan-style 'silver-studded phantom' leather jackets," and "anything safe,
they want no part of", and "The Angels don't want anybody to think they're hedging their bets."[23] In his essay
Song of the Sausage Creature, Thompson wrote, "It is an atavistic mentality, a peculiar mix of low style, high
speed, pure dumbness, and overweening commitment to the Cafe Life and all its dangerous pleasures."[24] Packer
calls it, "a fate driven sensibility."[14]
Packer is a Michel Foucault-inspired historian who sees the approach to motorcycle safety found in mainstream
sport and touring motorcycling media, supported by the MSF, and generally consistent with the advice of transport
agencies, such as the US National Agenda for Motorcycle Safety,[25] as an ideology or "discourse", and places it as
only one among multiple ideologies one may hold about motorcycling risk.[14] While giving respect to the first two
discourses, Packer himself is sympathetic to the third approach and disdainful of the fourth. Packer's analysis of
the second category, hyper reflective self-disciplinary, acknowledges that seriousness, sobriety, ongoing training,
and wearing complete safety gear is not misguided, but also has concerns over its close alignment with the profit
motives of the insurance industry, the motorcycle safety gear advertisers, and the public relations desires of motorcycle manufacturers, as well as governmental bureaucratic inertia and mission creep.[14] He sees motorcyclists who
make non-utilitarian choices balancing risk and reward as being as respectable as other categories.[14]
BMW psychologist and researcher Bernt Spiegel has found that non-motorcyclists and novice motorcyclists usually share the fatalistic attitude described by Thompson, insofar as they think that high speed motorcycling is like a
game of chicken or Russian roulette, where the rider tests his courage to see how close he can come to "the edge",
or specifically the limit of traction while braking or cornering, without having any idea how close he is to exceeding that limit and crashing.[26] In Thompson's words in Hell's Angels it is, "The Edge... There is no honest way to
explain it because the only people who really know where it is are the ones who have gone over. The others — the
living — are those who pushed their luck as far as they felt they could handle it, and then pulled back, or slowed
down, or did whatever they had to when it came time to choose between Now and Later."[23][27]
Spiegel disagrees that only those who have "gone over", that is, crashed or died, know the location of the boundary line. He says that if motorcycle racers, or even non-professional advanced riders who ride modern sport bikes
near their performance limits, were approaching the limits of traction blindly, they would be like a group of blind
men wandering around the top of a building, and most of them would wander off the edge and fall. In fact, Spiegel
says, crashes among skilled high speed riders are so infrequent that it must be the case that they can feel where the
limit of traction is as they approach the limit, before they lose traction. Spiegel's physiological and psychological
experiments helped explore how it is possible for a good rider to extend his perception beyond the controls of his
motorcycle out to the interface between the contact patches of his motorcycle and the road surface.
Those subscribing to the first and fourth of Packer's risk categories are likely to believe no rider can sense when
9
they are near the traction limit, while the second and third risk categories include those who share Spiegel's
view that a rider need not lose traction and start to skid to know where the limit is.[26] Motorcycle Consumer
News Proficient Motorcycling columnist Ken Condon put it that, "The best riders are able to measure traction
with a good amount of accuracy" even though that amount changes depending on the motorcycle, the tires
and the tires' condition, and the varying qualities of the road surface.[28] But Condon says the rider feels the
limit of traction through his hand and foot interface with the handlebars and footpegs, and the seat, rather than
extending his perception out to the contact patch itself.[28]
4.0 Controversy
A motorcyclist stopped by cattle in the roadway
In 2007, a report by the Insurance Institute for Highway Safety (IIHS) claimed that "supersport" motorcycles
were four times more likely to be involved in highway crashes than other types. When reprinting this press
release as a news report, USA Today omitted the word "insurance" from the "Insurance Institute for Highway
Safety", giving a false impression the IIHS is a governmental agency, not a private corporation with a conflict
of interest.[29]
According to the American Motorcyclist Association (AMA), the IIHS report was an attempt to either ban
entire categories of motorcycles, or a covert attempt to support legislative requirements for speed governors
in all vehicles.[30] The IIHS report was not a new study, being an analysis of existing data from the national
Fatal Accident Reporting System. The methodology consisted of a comparison of fatalities for different styles
of motorcycles based on a rate per 10,000 registrations. The report did not incorporate key factors, such as the
number of miles the bike was ridden, the traffic environment in which it was used, along with the age and experience of the rider, among others.[30]
In an attempt to sort through this confusion, the AMA requested a copy of the classification system the IIHS
used in its analysis and found several significant anomalies. For instance, although the IIHS report focused on
speed and acceleration as the factors that make its "supersport" category so dangerous, the two most powerful
motorcycles that were available at the time in the United States, the Kawasaki ZX-14 and Suzuki Hayabusa,
are placed in the Sport category, which are rated considerably less dangerous. And they share that category
with the Honda ST1300 and Yamaha FJR1300, two sport-touring bikes.
The AMA thought the timing of the IIHS report was unusual. The National Transportation Safety Board specifically asked the Federal Highway Administration to work with states to develop uniform data-collection
procedures that will result in better information about the number of miles traveled by motorcycles, one of the
most important factors in evaluating crash statistics. As a result, this could be one of the final reports to use
registration data exclusively, which is less accurate in reflecting actual motorcycle use.[30]
This new IIHS report is remarkably similar to a study the group financed twenty years ago that also purported
to show higher fatality rates among sportbikes. At that time, the IIHS used its study as the springboard for a
well-orchestrated campaign that included ready-made news footage it fed to TV news operations across the
country. That campaign culminated in the introduction of a bill in the U.S. Senate to impose a horsepower
limit on all motorcycles sold in the U.S.
In response to that previous attempt by the IIHS to ban sportbikes, the AMA conducted an analysis of the
study and raised questions that the Association submitted to Harry Hurt, lead researcher on the most compre-
10
hensive study of motorcycle crashes ever conducted. Hurt reviewed the research and declared it "fatally
flawed" for exactly the kind of methodology problems seen in the new IIHS report. The Association then coordinated a campaign among motorcyclists across the country that eventually led the senator to withdraw his
proposed legislation.[30]
The new IIHS report came out just as the AMA and the motorcycling community was successful in getting
federal funding for the first comprehensive motorcycle safety study since the Hurt Report.[30]
5.0 Motorcycle deaths and military personnel
Data from the Iraq War era showed that United States military veterans returning from Southwest Asia combat areas were dying in motorcycle related fatalities. Between October 2007 and October 2008, 24 active-duty
Marines died from motorcycle accidents. There were 4,810 deaths on motorcycles in the U.S. in 2006, an increase of 5 percent over the previous year, and more than double (2,161) over the decade before, according to
the National Highway Traffic Safety Administration (NHTSA). In the Marine Corps, high-speed bikes accounted for the majority of fatalities. In 2007, 78 percent of motorcycle mishaps in the Marines occurred on a
sport bike, compared to 38 percent nationally.[31] In a chapter of Coming and Going on Bikes, Iraq War veteran and author Jack Lewis observed combat veterans' disordered perception of risk, resulting in nearly suicidal behavior: "We already walked through the world's worst neighborhoods with bulls eyes painted on our
chests... the most at-risk riders in the military community are risk-tolerant, adrenaline-juicing combat professionals."[32]
6.0 Consequences of accidents
A motorcyclist unbuckles his chin strap in order to remove his helmet after sustaining a minor hand injury
through losing control on a wet corner.
Once the collision has occurred, or the rider has lost control through some other mishap, several common
types of injury occur when the bike falls:
 Collision with less forgiving protective barriers or roadside "furniture" (lampposts, signs, fences, etc...).
Note that when one falls off a motorcycle in the middle of a curve, lamps and signs become impossible to negotiate around.
Concussion and brain damage, as the head violently contacts other vehicles or objects. Riders wearing an approved helmet reduce the risk of death by 37 percent.[33]
 Breakage of joints (elbows, shoulders, hips, knees and wrists), fingers, spine and neck, for the same reason. The most common breakages are the shoulder and the pelvis.
Soft tissue (skin and muscle) damage (road rash) as the body slides across the surface. This can be prevented
entirely with the proper use of motorcycle-specific protective apparel such as a leather jacket or reinforced
denim and textile pants.

There is also a condition known as biker's arm, where the nerves in the upper arm are damaged during the
11
fall, causing a permanent paralysis of arm movement.
Facial disfigurement, if in the absence of a full-face helmet, the unprotected face slides across the ground or
smashes into an object. Thirty-five percent of all crashes show major impact on the chin-bar area.[34]
The Hurt Report also commented on injuries after an accident stating that the likelihood of injury is extremely
high in these motorcycle accidents - 98% of the multiple vehicle collisions and 96% of the single vehicle accidents resulted in some kind of injury to the motorcycle rider; 45% resulted in more than a minor injury.[35]
7.0 Personal protective equipment
A motorcyclist wearing helmet, gloves, boots, and armored, reflective textile jacket and pants.
To address the risks of motorcycling, before and after a fall, motorcyclists use personal protective equipment
(PPE, or more commonly "motorcycle gear"). Many developed countries now require certain articles of PPE,
and manufacturers and governments recommend its extensive use.
7.1 Functions of PPE
Improved visibility — Although for decades the popular image of the motorcycle rider has been of someone
clad head-to-toe in black leather, in the light of the Hurt Report findings, and the day-to-day experiences of
motorcyclists themselves, many riders choose higher-visibility gear. Bright colors and retro reflective strips are
common on quality equipment.
Abrasion resistance — Thick, tough leather provides the most abrasion resistance in a crash, but fabrics such
as Cordura, Kevlar and ballistic nylon provide significant protection too. In addition, fabrics are generally
cheaper, easier to maintain, waterproof, and more comfortable in hot weather. Thick leather, which affords the
most abrasion resistance, can be uncomfortable in temperatures exceeding 85 °F (29 °C) and above 100 °F (38
°C) may cause heat stress & loss of control with insufficient fluid replacement. Some PPE may be constructed
of fabrics made into a 'mesh' that provides cooling and a stable surface for the attachment of padding (see below).
 Impact protection — Quality jackets and pants provide significant extra padding in the vulnerable joint regions described above. This can take the form of simple foam padding, or dual-density foam that stiffens when
compressed, sometimes with plastic or carbon fiber outer-shells that distribute the impact across the pad. Integrated pieces can be found in some jackets.
Weather protection — One important aspect of PPE not mentioned above is protection from the elements. Extreme weather can make a long ride unbearable or dangerous. PPE provides protection from
wind, rain and cold.
7.2 Items of PPE
12
A full-face helmet credited for saving its user.
Half helmets or "skid lids" meet minimum legal requirements.
Helmet — A full-face helmet provides the most protection. Thirty-five percent of all crashes show major impact on the chin-bar area.[34] However, 3/4- and 1/2-helmets also are available. Some motorcycle training
sites have banned the use of half-helmets because of avoidable injuries sustained by riders wearing them.
 Gloves — Commonly made of leather, cordura, or Kevlar, or some combination. Some include carbon
fiber knuckle protection or other forms of rigid padding. Gloves designed specifically for motorcycle use
have slightly curved fingers and the seams are on the outer surfaces to allow the motorcyclist to maintain his
grip and control on the handlebars and clutch/brake levers. Some gloves also provide protection to the wrist.
 Jackets — Generally made from leather, ballistic nylon, cordura, Kevlar or other synthetics. Most jackets
include special padding on elbows, spine and shoulders. Airbag system technology is now available fitted to
jackets and vests for accident protection and impact protection for both riders and pillions. Competitionapproved hard armor is superior to soft padding. Competition-approved back and chest protectors can be
worn underneath jackets. Inflatable airbag jackets can offer an additional airbag for neck support.
 Pants — Made of the same material as jackets, usually including special protection for the knees and hips.
Boots — Especially those for sport riding, include reinforcement and plastic caps on the ankles, and toe area.
Boots designed for cruiser-style riders often have steel-reinforced toes (however this reduces sensitivity of the
foot when changing gear). Boots should always have a rubber sole (as opposed to leather or other less flexible
materials). Despite their toughness and protection, most boots are very lightweight. Some even include titanium plating.
 Goggles or helmet visor — Eye protection is of utmost importance - an insect or a kicked-up pebble in the
eye at speed has enough momentum to cause significant damage. Such an event could easily cause the rider to
lose control and crash. Besides this danger, squinting into the wind is unpleasant at best and watering eyes are
quite distracting.
Earplugs — Most riders experience substantial wind noise at speeds above 40 to 50 mph (64 to 80 km/h).
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Earplugs help protect against hearing damage, and reduce fatigue during long rides.
 Vests — Made with high-visibility colors and retro reflective materials, vests can be worn over jackets to
increase the chance of being seen and allow drivers to better judge the speed and position of riders, especially in adverse conditions of dark and wet.
 Other PPE — Dirt bike riders wear a range of plastic armor to protect against injury from falling and hitting other riders and bikes, running into track barriers, and being hit by flying debris kicked up by the tires of
other riders' bikes. This type of armor typically covers the back, chest, and sometimes the extremities.
It is increasingly common for gloves, jackets, pants, and boots to be outfitted with hard plastics on probable
contact areas in an effort to ensure that when a motorcyclist contacts the ground, his clothing will permit him
to slide relatively easily as opposed to "crumpling", risking injury to body parts being stressed in abnormal
directions.
Riders sometimes use the acronyms MOTGMOTT and ATGATT, which stand for "Most Of The Gear Most
Of The Time" and "All The Gear All The Time", when describing their personal gear preferences.
8.0 Training
Novice motorcyclists being trained
In many developed countries riders are now either required or encouraged to attend safety classes in order to
obtain a separate motorcycle driving license.
Training can help to bridge the gap between a novice and experienced rider as well as improving the skills of
a more experienced rider. Skills training would seem to be the answer to reducing the KSI ("killed or seriously injured") rate among motorcycle riders. However, research shows that some who undergo advanced
skills training are more likely to be at a higher risk while using the roads (Rutter & Quine, 1996).[38] This risk
compensation effect was commented on in the findings of the evaluation of the “Bikesafe Scotland” scheme,
where a number of those who undertook training said they rode faster in non-built-up areas after the course
(Ormston et al., 2003).[39] This is not to say that training in not important, but that more advanced training
should be tempered with psychological training (Broughton 2005).[40]
A rider receives individual coaching from an MSF instructor.
In the United States, the Motorcycle Safety Foundation (MSF) provides a standardized curriculum to the
states that, in turn, provide low-cost safety training for new and current riders. Two states, Oregon and Idaho,
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eschew MSF's curriculum in favor of their own. With over 1,500 locations in USA, and over 120,000 annual
students, MSF trains about 3% of the owners of 4,000,000 new motorcycles sold for highway use.[41] Motorcycle injuries and fatalities among U.S. military personnel have continually risen since the early 2000s.[42]
Among other United States Department of Defense-initiated programs, the Air National Guard seeks to understand why national safety programs haven't sufficiently reduced mishaps, and how those programs might
be modified to cause productive behavioral change.
In the United Kingdom, for example, organizations such as the Institute of Advanced Motorists (IAM) and
Royal Society for the Prevention of Accidents (RoSPA) offer advanced motorcycle rider training with the aim
of reducing accident rates. There is often an added incentive to riders in the form of reduced insurance premiums.
In Canada, the Canada Safety Council (CSC), a non-profit organization, provides motorcycle safety training
courses for beginner and novice riders through its Gearing Up training program. Again, as in the USA and
UK, the focus is on improved rider skills to reduce accident rates. Insurance premiums may be reduced upon
successful completion as this program is recognized and supported nationally by the Motorcycle and Moped
Industry Council (MMIC).
Counter steering
Counter steering is used by motorcyclists to initiate a turn toward a given direction by momentarily steering
counter to the desired direction ("steer left to turn right").[43]
The small amount of initial counter steering input required to get the bike to lean, which is only about 0.5 seconds in average curves, makes it difficult to perceive for many. Gentle turns might require only 0.125 seconds, while sharp turns might require a whole second of counter steering at corner entry.[44]
According to the Hurt Report, most motorcycle riders in the USA would over-brake and skid the rear wheel
and under-brake the front when greatly trying to avoid a collision. The ability to counter steer and swerve was
essentially absent with many drivers.[35]
9.0 Motorcycle equipment
On most new motorcycles, the headlights turn on as soon as the bike is started as a legal requirement. Some
bikes have modulated headlights. This is accomplished using headlight modulators. This is still a subjective
issue in some European countries. The argument is that the forced use of the headlight will lose all safety
benefits if cars are also required to have their lights "hardwired." There is also an argument that the forced use
of the headlight is seen as "aggressive" by other road users and so reinforces negative stereotypes of bike riders held by some. Modulators are legal in the US and Canada.[45] It has been suggested that bright yellow
front turn signals would be more practical and more effective than headlights in the daytime.[46]
Crash bars (also called "safety bars," or "roll bars") are common equipment on cruiser-type bikes. They are
designed to protect a rider's legs (and the motor) from injury in a rollover and in a glancing contact with other
vehicles. The Hurt Report concluded that crash bars are not an effective injury countermeasure; the reduction
of injury to the ankle-foot is balanced by increase of injury to the thigh-upper leg, knee, and lower leg.[35]
Anti-lock braking system on a motorcycle was introduced by BMW in 1988 and was soon adapted by other
brands. With ABS brakes, stopping the motorcycle is both easier and safer, allowing for a shorter stop range
and reduced risk of skidding. The British IAM with support from the FIA has proposed that from 2015, ABS
should be mandatory on all new motorcycles with a displacement larger than 125cc sold in the EU.[47]
Airbag devices
Fuel tank mounted airbags as well as wearable jacket airbag devices have been designed to moderate the risks
involved with motorcycles.
The first motorcycle crash tests with an airbag were performed in 1973[48] and proved that airbag systems
could be advantageous to a rider. These tests were followed up by tests in the 1990s that showed airbag devices could not fully restrain a rider when traveling more than 30 mph (48 km/h), but still reduced a rider's
velocity and his or her trajectory. Honda has recently developed a fuel tank mounted airbag for the Goldwing
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model that takes just 0.15 seconds to deploy. Crash sensors in the front wheel send data to the airbag ECU
(electronic control unit) which in turn activates the airbag inflator. The airbag then takes the force of the
rider.
Fuel tank mounted airbags can aid in saving many lives. It has been proven with crash test dummies that
this type of airbag technology is very beneficial during a frontal collision. This is important because statistically, 62% of motorcycle accidents in the U.S. are frontal collisions. Additional tests were performed to
show that when a motorcycle rider impacts a car during a frontal collision, the fuel tank mounted airbag
prevents the person from traveling into the vehicle. This significantly reduced the head trauma by 83% that
otherwise would have occurred according to the data from the crash test dummy. A rider would have lived
with an airbag, whereas the fatality rate would be higher without the airbag. It has also been pointed out that
this can only work if the accident is at low speed and follows the same dynamics as a car accident.
The second airbag device which is now available is an inflatable airbag jacket. A rider can wear an airbag
jacket that is tethered to the motorcycle, so if he or she is thrown from the bike during a collision, the jacket
will automatically inflate for a 20 second period to provide a cushion for the rider. This will lessen the upper body and internal injuries to a rider that may often be fatal. Mugen Denko pioneered the development of
airbag jackets in 1995 and conducted many tests,[49] although the idea of an airbag jacket / vest was invented
by Tamás Straub who applied for Hungarian patent in 1976.[50] Full inflation of these jackets can now be
achieved in 25ms. The majority of the airbag jackets on the market are tethered to the motorcycle, but
Dainese has a technology called D-Air which has a built-in actuation mechanism. Using an accelerometer,
the system constantly monitors the rider's environment and if it detects a collision, the jacket will then selfinflate. This jacket is currently aimed specifically at the racing environment and undergoing testing by
Dainese-sponsored riders. Hit Air, the maker of another airbag jacket, performed tests on its jacket which
showed that its safety effectiveness surpassed that of a normal riding jacket or a jacket with extra padding
protection. Little independent testing has been done to date on the effectiveness of these devices.[51] The airbag jackets provide reusable airbag protection to the neck, chest, back, shoulders, hips, bottom and spine.
Yamaha and Suzuki are currently testing airbag systems,[citation needed] so they will be available on additional
motorcycles and so that more people will request airbag devices more often. According to Honda’s web
site, the Goldwing model motorcycle currently retails for US$23,099 and the airbag is only an additional
US$1,250 option.
Training Opportunities (11/14)
Experienced/Advanced Rider Course
None scheduled
Trike Rider Course
11/9/14 (Sun)
11/9/14 (Sun)
Miami
GreenCove Sprg
Ray Vega
Scott Kelly
561-704-7378
904-410-3093
Wauchula
Pinellas Park
Miami
Bill Frenier 863-285-9508
Don Allen 727-686-4802
Ray Vega
561-704-7378
Medic First Aid
11/1/14 (Sat)
11/9/14 (Sun)
2/28/15 (Sat)
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Major Bike Events
11/1/14
Plant City Bike Fest
11/2/14
High Seas Rally Eastern Caribbean 2014
11/8/14
Pawls Run
11/9/14
Trike-In
11/15/14 3rd Annual Sunshine State Iron Butt Tour
Plant City
Cocoa Beach
Rockledge/Palm Bay
Inglis
West Palm Beach
12/7/14
Abate Toy Run
Merritt Island
1/8/15
Thunder By The Bay Motorcycle Festival
1/24/15
GWRRA - Royal Caribbean Explorer of the Seas
3/6/15
Bike Week
4/24/15
Leesburg Bikefest (19th Annual)
4/29/15
Spring Thunder Beach Motorcycle Rally (17 Annual)
Panama City
5/22/15
Riding Into History (16th Annual)
St Augustine
Sarasota
Port Canaveral
Daytona
Leesburg
RIDE EDUCATOR
Bill Harris
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Chapter Meeting @ Memaw’s
(Last month’s meeting)
18
With the Chapter Directors and Assistant Chapter Directors out of
town for the meeting, Bill Harris agreed to step up and lead the
meeting. Thanks Bill. Great Job.
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Sorry about the lack of “event” pictures but Linda and I were out of town and missed the Kick Tires.
No one supplied pictures so…. No pictures. On the other hand, we had a great trip and fantastic
weather. We rode to Natchez Miss. Then rode the entire length of Natchez Trace. After that, we rode
up to the Land Between the Lakes and then stopped at Ft Donelson in TN before heading home. Linda
took about 400 pictures along the way to capture it all. Got lots of “color”, most of it from the back
seat.
Here are a few of her shots.
All kidding aside, she got a lot of “keepers” too. We had a great time. Sometime when you can’t get
away, we will bore you with the pictures.
Richard Mitts
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>> USER: 1 boiled cabbage
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>> USER: ReallyPissedOff50BloodyBoiledCabbagesShovedUpYourAssIfYouDontGiveMeAccessNow
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HELP! I’ve been
Dog- napped!
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For Sale
I have the following items for sale
Condor bike chock, trailer mount, for Gold Wings- $75
Rear GL1800 wheel. Paul Moore 315-408-2127
Need a trailer to pull behind your Wing?
Custom built with swivel hitch. $850
Roger Wood 772-2032-4284
Cell 772-202-9087
A special thanks to our members who submit articles. We love the support and the good
information. Send them to Richard Mitts [email protected]
May I have your attention please!…………...
A Very Special Thanks to Charlie Davies and JoAnne Davies.
They take this publication, make it web ready, and then put it on our
Web Site. Without them, we would not be able to enjoy this on our
computers. Many thanks for a fantastic job.
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PLEASE PATRONIZE OUR ADVERTISERS,
THEY MAKE THIS NEWSLETTER POSSIBLE
— Thank you —
725-8151
Please note, this is
the current number!
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