Common Sense Information and More.

What they didn't teach you in the MSF course.

                  By James R. Davis

  The MSF classes must teach an enormous number of facts and skills to people who must be assumed to have no experience whatever with motorcycles. As such, they do not have time to teach the kinds of things that are found in these various Tips & Techniques articles, or they have insufficient time to emphasize these various ideas to the extent that I do. Lest anybody gets the wrong idea, this Tip is not meant to be antagonistic towards the MSF nor of its teachings - I am one of the strongest advocates of MSF training to be found anywhere.]

  When riding alone or in the lead of a group, as you approach the crest of a hill, move away from the center line. By the time oncoming traffic is visible it can be too late to move should you find someone coming at you in your lane if you have not already bought some air-space. (Actually, this one IS taught in the MSF class - I include it for emphasis.)

  When riding in a group it is far more important to put your most qualified/experienced/ prepared rider in the drag position than it is to put that person in the lead. This person is, after all, the first person who will need to deal with an accident, is in the best position to observe the riding skills of the others and recommend changes to accommodate them if need be, and is the person that most often obtains that new lane for the group. That's plenty of activity and responsibility, and merits the best, not the worst of the group.

  When riding as a group, lane changes into a lane that is moving slower than you are should be done just as you do when passing a car - one at a time, first bike to last. The drag bike being the last bike to make the lane change. Observe that so long as the lead bike takes over the slower lane and maintains speed, the hole in the target lane gets larger and everybody can move over (one by one) with minimal time consumed. Only after the drag bike has made the lane change should speeds for the group be changed (lowered) to insure that everyone can get into the new lane. Note, please, that this assumes that there is sufficient opening ahead of the car being passed. If not, then a last-to-front maneuver is called for (the lead bike will slow the group down upon hearing that the drag bike has obtained the lane.) The choice is made by the lead bike.

  When riding as a group, lane changes into a lane that is moving faster than you are should be done back to front - the drag bike obtaining the lane, and the others coming over only after the bike behind them has moved, and only if they individually confirm it is safe to do so. Pretty standard stuff, I'll grant you, other than the last to first moves. This is done because with the drag bike in position and maintaining his original speed, the 'hole' in the target lane gets larger in front of him. If you wait until everyone can move into it at once, that hole is awfully inviting to impatient automobile drivers too.

  One lesson that the MSF class teaches that I think needs to be clarified better is their admonition to always stop with one foot on the ground. Fine, if it is a small bike, but a touring bike should be stopped placing both feet on the ground at the same time, in my opinion. A slick spot is unforgiving, and very dangerous. Your rear brake can be released if your front brake is holding at 2 MPH with no concerns whatever. (Obviously, you do not put feet down until the bike is fully stopped.) The MSF used to teach that you stop with your RIGHT foot on the ground and the other on the peg. That was changed to LEFT foot down so that you could keep your right foot on the brake. In either case, by definition, your bike is not vertical with only one foot on the ground. If you must make a fast departure (to get out of somebody's way, for example), it takes more time to do so with one foot down rather than two. This, because you must straighten the bike as you depart, you have a more erratic start, and you must first take your right foot OFF the brake - all time consuming. Finally, you can probably rather easily handle a smaller bike with one leg, but a large touring bike is another case entirely. [There are always exceptions to the rule, of course. If you are stopped at a light on a severe incline, your right foot belongs on the brake pedal. Similarly, in a panic stop situation you want to stop with your foot still on the rear brake.

  Another lesson that is not quite emphasized enough in MSF class is that your mirrors only say NO. That is, if you see a problem in your mirrors, they are telling you NOT to move into that problem. If they do not show you a problem that is not the same as them saying YES, make your move. Head checks every time (MSF does teach this!)

  If it's shiny or black, ride a different track. Just because you are in staggered formation does NOT mean that you have to stay in your track. There is a whole lane at your disposal without encroaching on the traffic rights of other motorists. You ride staggered to give you maneuvering room in case you need it. Rather than ride over a patch of shiny or unusually black surface, assume you need it.

Freeway riding invites some obvious survival rules that for some reason or other seem to be ignored by most. For example,

  Assuming you are in the slow or second slowest lane and you approach an on-ramp, do a head check to the right. Equally as important, if you are approaching an off-ramp, do a head check to the LEFT (and catch that guy who is about to cut in front of you to make his exit).

  If you have a choice of lanes to ride in, the second fastest lane is a compelling choice. This allows a way for the hot dogs to pass you (more or less legally), and is, not incidentally, where the least lane changing takes place (unless it is a three-lane road, of course.)

  There is nothing magic or sacred about avoiding the center track of your lane. Debris usually ends up not in the center track, but on the lines on a freeway. Since there is so little stopping on a freeway, the center track is usually not significantly more greasy than to either side of it. So, in high wind situations, favor the center track. Passing between a pair of 18-wheelers, use the center track. Riding in the fast lane with a guard rail or retaining wall near by, use the center track.