The 2016 Southwest Police Motorcycle Training Competition benefiting the Special Olympics will be held in Tucson on April 22 – 23 @ Park Place, 5870 E. Broadway Blvd. Friday the 22nd is a practice day and Saturday the 23rd is competition. The times are 9 – 5.
For more information here is a link:
SUMMARY:
BMW of North America, LLC (BMW) is recalling certain model year 2012 K1600 GT and K1600 GTL motorcycles. In certain riding conditions, an incorrect throttle valve control signal may be received by the engine control unit, limiting the engine speed.
CONSEQUENCE:
As a result of the reduced engine speed, the engine could stall, increasing the risk of a crash.
REMEDY:
BMW will notify owners, and dealers will update the throttle control software, free of charge. The safety recall is expected to begin in December 2013. Owners may contact BMW customer relations at 1-800-525-7417 or email BMW at CustomerRelations@bmwusa.com.
NOTES:
Owners may also contact the National Highway Traffic Safety Administration Vehicle Safety Hotline at 1-888-327-4236 (TTY 1-800-424-9153), or go to http://www.safercar.gov/.
SUMMARY:
BMW of North America, LLC (BMW) is recalling certain model year 2007-2009 F 800 S and F 800 ST motorcycles manufactured August 2006 through January 2009. Due to incorrect tolerances, the rear wheel drive bearing and rear axle may wear.
CONSEQUENCE:
Bearing and axle wear may affect handling and control of the motorcycle, increasing the risk of a crash.
REMEDY:
BMW will notify owners, and dealers will inspect the wheel bearing, and if necessary, replace the bearing and rear axle, at no charge. The recall is expected to begin in December 2013. Owners may call BMW at 1-800-525-7417 or email BMW at CustomerRelations@bmwusa.com.
NOTES:
Owners may also contact the National Highway Traffic Safety Administration Vehicle Safety Hotline at 1-888-327-4236 (TTY 1-800-424-9153), or go to http://www.safercar.gov/.
SUMMARY:
Harley-Davidson Motor Company (Harley-Davidson) is recalling certain model year 2014 FLHTCUTG, FXSBE, and FLSTNSE motorcycles manufactured May 3, 2013, through October 14, 2013. The affected motorcycles may have been built with an incorrect clutch release plate.
CONSEQUENCE:
An incorrect clutch release plate may prevent the clutch from disengaging. If the clutch does not disengage, the rider may have difficulty slowing or stopping the motorcycle, increasing the risk of a crash.
REMEDY:
Harley-Davidson will notify owners, and dealers will inspect the clutch release plate. If the clutch is incorrect, it will be replaced free of charge. The recall began in October 2013. Harley-Davidson’s recall number is 0154. Owners may contact Harley-Davidson at 1-800-258-2464.
NOTES:
Owners may also contact the National Highway Traffic Safety Administration Vehicle Safety Hotline at 1-888-327-4236 (TTY 1-800-424-9153), or go to http://www.safercar.gov/.
SUMMARY:
Harley-Davidson Motor Company (Harley-Davidson) is recalling certain model year 2014 FLHTCU, FLHTK, FLHTP, FLHX, FLHXS, FLHTKSE, and FLHRSE motorcycles manufactured May 3, 2013, through October 14, 2013. The clutch master cylinder may allow air into the clutch system. Additionally, the motorcycles may have been assembled with an incorrect clutch release plate. Either condition may prevent the clutch from disengaging.
CONSEQUENCE:
If the clutch does not disengage, the rider may have difficulty slowing or stopping the motorcycle, increasing the risk of a crash.
REMEDY:
Harley-Davidson has already notified owners, and dealers will rebuild the clutch master cylinder and install the proper clutch release plate, as necessary, free of charge. The recall began in late October 2013. Harley-Davidson’s recall number is 0153. Owners may contact Harley-Davidson at 1-800-258-2464.
NOTES:
Owners may also contact the National Highway Traffic Safety Administration Vehicle Safety Hotline at 1-888-327-4236 (TTY 1-800-424-9153), or go to www.safercar.gov.
The link below has an interesting article on the relation to wind noise and hearing loss vs. hearing protection.
Manufacturer: Harley-Davidson Motor Company
SUMMARY:
Harley-Davidson Motor Company (Harley-Davidson) is recalling certain model year 2014 Trike motorcycles manufactured July 24, 2013, through September 2, 2013. Due to an incorrectly machined part, the motorcycle may have an excessive steering angle allowing the inner fairing to contact the rear brake fluid reservoir resulting in a loss of brake fluid. Additionally, the steering damper may be damaged.
CONSEQUENCE:
Loss of brake fluid from the rear reservoir would reduce brake performance. Steering damper damage could reduce the rider’s ability to control the motorcycle. Either condition increases the risk of a crash.
REMEDY:
Harley-Davidson will notify owners, and dealers will inspect the trikes and replace the fork stem bracket, as necessary, free of charge. The recall is expected to in late November 2013. Owners may contact Harley-Davidson at 1-800-258-2464. Harley-Davidson’s recall number is 0152.
NOTES:
Owners may also contact the National Highway Traffic Safety Administration Vehicle Safety Hotline at 1-888-327-4236 (TTY 1-800-424-9153), or go to SAFECAR.
Findings from the Hurt Study
Motorcycle Accident Cause Factors and Identification of Countermeasures
A motorcycle accident study offers you and your students a wealth of information about accidents and how to avoid them. The Motorcycle Accident Cause Factors and Identification of Countermeasures, is a study conducted by the University of Southern California (USC). With funds from the National Highway Traffic Safety Administration, researcher Harry Hurt investigated almost every aspect of 900 motorcycle accidents in the Los Angeles area. Additionally, Hurt and his staff analyzed 3,600 motorcycle traffic accident reports in the same geographic area.
Reprinted here for your information and use are the findings.
The final report is several hundred pages. If you choose to have this document in your resource library, the order information is:
Motorcycle Accident Cause Factors and Identification of Countermeasures, Volume 1: Technical Report, Hurt, H.H., Ouellet, J.V. and Thom, D.R., Traffic Safety Center, University of Southern California, Los Angeles, California 90007, Contract No. DOT HS-5-01160, January 1981 (Final Report)
This document is available through:
National Technical Information Service
5285 Port Royal Road
Springfield, Virginia 22161
(703)-487-4600
Vol. I (The Main Report and Summary) is PB81206443 (~400 pages)
Vol. II (Appendix: Supplementary Data) is PB81206450 (~400 pages)
Either document is $42.95 plus $3.00 shipping. (circa 1990)
Motorcycle Accident Cause Factors and Identification of Countermeasures
Findings
Throughout the accident and exposure data there are special observations which relate to accident and injury causation and characteristics of the motorcycle accidents studied. These findings are summarized as follows:
1. Approximately three-fourths of these motorcycle accidents involved collision with another vehicle, which was most often a passenger automobile.
2. Approximately one-fourth of these motorcycle accidents were single vehicle accidents involving the motorcycle colliding with the roadway or some fixed object in the environment.
3. 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.
4. In 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 slideout and fall due to overbraking or running wide on a curve due to excess speed or under-cornering.
5. Roadway defects (pavement ridges, potholes, etc.) were the accident cause in 2% of the accidents; animal involvement was 1% of the accidents.
6. In 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.
7. The failure of motorists to detect and recognize motorcycles in traffic is the predominating cause of motorcycle accidents. The driver of the other vehicle involved in collision with the motorcycle did not see the motorcycle before the collision, or did not see the motorcycle until too late to avoid the collision.
8. Deliberate hostile action by a motorist against a motorcycle rider is a rare accident cause. The most frequent accident configuration is the motorcycle proceeding straight then the automobile makes a left turn in front of the oncoming motorcycle.
10. Intersections are the most likely place for the motorcycle accident, with the other vehicle violating the motorcycle right-of-way, and often violating traffic controls.
11. Weather is not a factor in 98% of motorcycle accidents.
12. Most motorcycle accidents involve a short trip associated with shopping, errands, friends, entertainment or recreation, and the accident is likely to happen in a very short time close to the trip origin.
13. The view of the motorcycle or the other vehicle involved in the accident is limited by glare or obstructed by other vehicles in almost half of the multiple vehicle accidents.
14. 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.
15. Fuel system leaks and spills were present in 62% of the motorcycle accidents in the post-crash phase. This represents an undue hazard for fire.
16. The median pre-crash speed was 29.8 mph, and the median crash speed was 21.5 mph, and the one-in-a-thousand crash speed is approximately 86 mph.
17. The typical motorcycle pre-crash lines-of-sight to the traffic hazard portray no contribution of the limits of peripheral vision; more than three-fourths of all accident hazards are within 45 degrees of either side of straight ahead.
18. Conspicuity of the motorcycle is most critical for the frontal surfaces of the motorcycle and rider.
19. Vehicle defects related to accident causation are rare and likely to be due to deficient or defective maintenance.
20. Motorcycle riders between the ages of 16 and 24 are significantly overrepresented in accidents; motorcycle riders between the ages of 30 and 50 are significantly underrepresented. Although the majority of the accident-involved motorcycle riders are male (96%), the female motorcycles riders are significantly overrepresented in the accident data.
22. Craftsmen, laborers, and students comprise most of the accident-involved motorcycle riders. Professionals, sales workers, and craftsmen are underrepresented and laborers, students and unemployed are overrepresented in the accidents.
23. Motorcycle riders with previous recent traffic citations and accidents are overrepresented in the accident data.
24. The motorcycle riders involved in accidents are essentially without training; 92% were self-taught or learned from family or friends. Motorcycle rider training experience reduces accident involvement and is related to reduced injuries in the event of accidents.
25. More than half of the accident-involved motorcycle riders had less than 5 months experience on the accident motorcycle, although the total street riding experience was almost 3 years. Motorcycle riders with dirt bike experience are significantly underrepresented in the accident data.
26. Lack of attention to the driving task is a common factor for the motorcyclist in an accident.
27. Almost half of the fatal accidents show alcohol involvement.
28. Motorcycle riders in these accidents showed significant collision avoidance problems. Most riders would over brake and skid the rear wheel, and underbrake the front wheel greatly reducing collision avoidance deceleration. The ability to countersteer and swerve was essentially absent.
29. The typical motorcycle accident allows the motorcyclist just less than 2 seconds to complete all collision avoidance action.
30. Passenger-carrying motorcycles are not overrepresented in the accident area.
31. The driver of the other vehicles involved in collision with the motorcycle are not distinguished from other accident populations except that the ages of 20 to 29, and beyond 65 are overrepresented. Also, these drivers are generally unfamiliar with motorcycles.
32. Large displacement motorcycles are underrepresented in accidents but they are associated with higher injury severity when involved in accidents.
33. Any effect of motorcycle color on accident involvement is not determinable from these data, but is expected to be insignificant because the frontal surfaces are most often presented to the other vehicle involved in the collision.
34. Motorcycles equipped with fairings and windshields are underrepresented in accidents, most likely because of the contribution to conspicuity and the association with more experienced and trained riders.
35. Motorcycle riders in these accidents were significantly without motorcycle license, without any license, or with license revoked.
36. Motorcycle modifications such as those associated with the semi-chopper or cafe racer are definitely overrepresented in accidents.
37. 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.
38. Half of the injuries to the somatic regions were to the ankle-foot, lower leg, knee, and thigh-upper leg.
39. 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.
40. The use of heavy boots, jacket, gloves, etc., is effective in preventing or reducing abrasions and lacerations, which are frequent but rarely severe injuries.
41. Groin injuries were sustained by the motorcyclist in at least 13% of the accidents, which typified by multiple vehicle collision in frontal impact at higher than average speed.
42. Injury severity increases with speed, alcohol involvement and motorcycle size.
43. Seventy-three percent of the accident-involved motorcycle riders used no eye protection, and it is likely that the wind on the unprotected eyes contributed in impairment of vision which delayed hazard detection.
44. Approximately 50% of the motorcycle riders in traffic were using safety helmets but only 40% of the accident-involved motorcycle riders were wearing helmets at the time of the accident.
45. Voluntary safety helmet use by those accident-involved motorcycle riders was lowest for untrained, uneducated, young motorcycle riders on hot days and short trips.
46. The most deadly injuries to the accident victims were injuries to the chest and head.
47. The use of the safety helmet is the single critical factor in the prevention of reduction of head injury; the safety helmet which complies with FMVSS 218 is a significantly effective injury countermeasure.
48. Safety helmet use caused no attenuation of critical traffic sounds, no limitation of precrash visual field, and no fatigue or loss of attention; no element of accident causation was related to helmet use.
49. FMVSS 218 provides a high level of protection in traffic accidents, and needs modification only to increase coverage at the back of the head and demonstrate impact protection of the front of full facial coverage helmets, and insure all adult sizes for traffic use are covered by the standard.
50. Helmeted riders and passengers showed significantly lower head and neck injury for all types of injury, at all levels of injury severity.
51. The increased coverage of the full facial coverage helmet increases protection, and significantly reduces face injuries.
52. There is no liability for neck injury by wearing a safety helmet; helmeted riders had less neck injuries than unhelmeted riders. Only four minor injuries were attributable to helmet use, and in each case the helmet prevented possible critical or fatal head injury.
53. Sixty percent of the motorcyclists were not wearing safety helmets at the time of the accident. Of this group, 26% said they did not wear helmets because they were uncomfortable and inconvenient, and 53% simply had no expectation of accident involvement.
54. Valid motorcycle exposure data can be obtained only from collection at the traffic site. Motor vehicle or driver license data presents information which is completely unrelated to actual use.
55. Less than 10% of the motorcycle riders involved in these accidents had insurance of any kind to provide medical care or replace property.
Reprinted from Cyclerides 2/20/2013.
1. Putting on rain gear. If it looks like rain, smells like rain, and there is rain on the pavement, it is probably raining. It is now officially PAST time to put your rain gear on. Put rain gear on PRIOR to all of the obvious signs.
Lesson: Error to putting on rain gear too soon. It only takes a couple of times of getting drenched to learn this one.
2. Learn that “E” on the gas gauge actually does mean empty. It does not stand for “E-ternity of Gas”. I sometimes tend to get those confused. Figuring out how far past the “E” you can ride is useful in the game to see how far you can go on a tank of gas. To win the game you are able to ride into the gas station and actually put more gas in the tank than it holds. Losing the game involves a call to AAA from the side of the road. My record is now 5.3 gallons in a 5 gallon tank.
Lesson: Walk 3 miles for gas in 100 degrees and you won’t make that mistake again.
3. Estimating time to ride to destination. Getting it through my head that 350 miles of riding through mountain passes and twisties is going to take considerably longer than 350 miles on a Montana freeway. One of my more famous quotes on a trip; “It is only 350 miles, we should be there by 3pm.” I am reminded of this quote at 5pm by Mrs. C. when we are still 100 miles away.
Lesson: Learn it. Always OVER estimate how long it will take.
4. Be sure bike is in neutral when starting. After 35 plus years of riding, this one still tends to get me every once in a while. Nothing much worse than going to your bike at a bike night, thinking it is in neutral and pushing the start button to find out that you were wrong. However, it is quite entertaining for all of the people that saw you make this common rookie mistake. Pull in the clutch or make sure it is in neutral before pushing the start button.
Lesson: Don’t be the subject of the jokes for the rest of the day.
5. Confirm that the kickstand is secure before dismounting. I had this happen in Ouray, CO. a few years ago. I put the kickstand down on the severely sloped main St. a little too straight up. The wind was blowing pretty good and when I got about 4 steps away from the bike I heard a big crash. It had blown over. Fortunately no serious damage to levers, etc. and I was able to ride it.
Lesson: Make sure that bike is stable on kickstand.
6. Directions. No matter how much I like my GPS and no matter how many times it has saved me, road signs still trump the GPS. If you know you are supposed to be on I-70 West and the sign clearly says I-70 West, go with the sign.
Lesson: Know what you know.
7. Eating regularly. I am the kind of guy that will eat a big breakfast and be good until we stop for dinner. My thought is that stopping to eat is “Burning Daylight”. Not everyone shares my thoughts on this. Much easier on yourself to stop and get your spouse some food when she is ready for it. Generally the only source of real discussion on our trips.
Lesson: Keep your wife well fed. Makes for a more enjoyable ride.
8. Be aware of under dressing. Realize that standing still in the sun with a short sleeve t-shirt on in 60 degree weather does not feel the same as riding 70 mph in the same temperature and attire. Over dressing will never be a problem for me.
Lesson: Learn how to “Layer” properly. It is easier to deal with too many clothes on than it is to freeze for 100 miles. Error to over dressing.
9. Make sure saddlebag lids are latched before riding. Not only do you lose your personal belongings out of the bags, it can be perceived as an amateur move. It is very embarrassing when the guy in the minivan pulls up next to you and points to your saddlebag lid flapping in the breeze.
Lesson: Can be very expensive if your leather jacket flies out.
10. Stop taking off with kickstand down. Rookie mistake #1. It is embarrassing to have someone point at your kickstand when you are riding to find that it is still down. It also makes left turns much more challenging. Page 12 in the riders manual advises against this activity. Never can figure out how I forget this. Usually stems from being distracted just as you take your bike off of the side stand.
Lesson: Dangerous. Stop doing it.
A large part of your enjoyment of motorcycle riding depends upon preparation. Such preparation includes checking your bike and dealing with any small repairs while you’re still in the driveway.
Good preparation also includes having the right tools handy to manage routine and emergency on-road repairs.
Chances are the toolkit that came with your motorcycle contains only a few basic hand tools designed to handle simple tasks. And I bet they’re not high-quality tools, either.
That’s why most motorcycle riders supplement their stock toolkit with a carefully selected collection of dependable, well-made tools.
Even if you don’t ride too far or too often, it is comforting to know you have good tools at your disposal if you need them.
And because my mechanical and electrical troubleshooting capabilities are limited, besides carrying useful hand tools, I also carry my…
So, if I can’t handle motorcycle repairs myself or overcome an on-road emergency, I know I can contact someone who can.
Depending upon your own cycle-repair capabilities and how prepared you want to be when it comes to handling on-road maintenance…
Here’s a list of compact, high-quality hand tools, spares and equipment to have with you to deal with most motorcycle repairs and quick fixes…
Here’s another important “accessory” to have on your bike…
Your knowledge of your motorcycle and your ingenuity are just as important as the tools and spare parts you carry. So you’re really doing yourself a favor by becoming as familiar as possible with your bike’s workings before you go riding — especially if you’re planning a long trip.
Having the right motorcycle tools handy and knowing how to use them will increase your peace of mind when traveling and make motorcycle riding all the more enjoyable.
Ride safe.