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Kwacky
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Re: IAM

Post by Kwacky »

Block changing - going all the way through the gears in one go. Say you're in 4th and coming up to an junction, rather than doing a gear at a time and using engine braking, you remain in 4th and then go all the way down to 1st once you've stopped.

It is a car thing more than a bike thing but it's still in the manual.
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Re: IAM

Post by T.C. »

Kwacky wrote:It's not black and white. It's up to the examiner. I think if you're smooth and using the appropriate gear then it'll be fine. If he sees you using the same foot at every stop he may ask you to show to him/her that you can use the other one.
You are right in what you say in that it is down to the discretion of the examiner.

I don't give two hoots if someone block changes or not, what I don't like to see is the gearbox being used as the primary source of braking or speed reduction, outside using acceleration sense to accurately control the speed of the bike.

There are two aspects to block changing.

1 is that the old adage of brakes to slow gears to go are used. It is a lot cheaper to replace a set of brake pads than it is a gearbox.

The second point is that it to a large degree ensures that riders bring their speed down on the brakes and then select the appropriate gear to match the speed of the bike, and.....reduces the possibility of taking too lower gear and causing rear wheel lock up (which I have had a few candidates do on test) and is an instant fail.

Block changong also shows your instrictor and examiner that you are capable of passing through the intermediate gears without having to engage each individual lower gear and shows good vehicl;e empathy.

In the car it is a pre-requisite and I fail anyone who drives their car on test and comes down through the gear box when slowing, i,e 6th - 5th - 4th - 3rd and so on.

Principle is the same but not as critical on the bike.

That is the theory as to why those aspects are taught. The reality is, that most examiners look at the overall balance of the ride and if gear changes (both up and down the box) are appropriate, the it don't matter what way they do it.

The second point about right foot going to ground is again 2 fold.

Firstly, it gets people out of the habit of doing what is called the Hendon Shuffle (left foot down, cover the brake, bring it to a stop, right foot down, left foot up put it into neutral, left foot down right foot up and cover the brake whilst stationary, then right foot down, left foot up to select gear................ |-) |-) |-) |-) |-) |-) You get the drift?

It looks much neater come to a stop on the brakes, right foot down, knock it into neutral (if circumstances prevail) cover the front brake, lights change (or whatever) snick it into gear away you go.

Neater, quicker, safer, more professional and stops you looking like a learner rider paddling their feet and it saves time.

But.......Sometimes you have no option but to put left foot to ground, maybe because of the camber of the road, maybe you have short legs ;) so it is not cast in stone, but something we try to encourage.

Hope that gives you a decent bit of reasoning.

Remember, if you get an IAM 1st or Masters or a RoSPA gold, you have the ability to obtain a Police class 1 with mimimal additional training.

At that level, every aspect of the ride is scrutenised, and this is just a small part of it.
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Re: IAM

Post by Kwacky »

Once again much appreciated.
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Re: IAM

Post by T.C. »

I wrote this a few years ago before the IAM introduced the 1st and Masters, but it is still relevant particularly now that the IAM have introduced the new standards as both organisations are in th main examining to the same standards.

It may give you a better understanding of what we as examiners are looking for.

The RoSPA advanced riding test is regarded as the most comprehensive and challenging available to the public. A RoSPA Gold is the highest civilian riding standard available and the holder will be a master of his or her art. If you pass the test you will have the satisfaction of knowing that you really are a good rider. The following notes give points which examiners will look for during a test, but they do not replace the need for full knowledge of Motorcycle Roadcraft and The Highway Code.

The general appearance of a motorcycle says a lot about the rider. The examiner will expect to see that your motorcycle is legal and in a roadworthy condition. It is easy to see a motorcycle‘s transmission and hydraulic fluids.

You should ensure that levels and linkages are correctly or properly adjusted. The clothing, both in terms of its physical protection and high visibility/conspicuity, you wear as a rider is all important to your own safety. The examiner will expect you to wear appropriate clothing and footwear. He will wish to see that your helmet meets British Standards and is in good condition, securely fastened, with a clean, unscratched visor. Any bags or containers must be securely fastened to the machine.

It is unlikely that anyone will gain a high grade without a good knowledge of Motorcycle Roadcraft, the police rider‘s handbook, which is available to the public at most bookshops. Local groups have experienced and trained tutors who will, free of charge, assess your performance. provide advice and support as you prepare for the test. You may not be fully practised in the application of the police system of riding as the advanced police rider. They have spent many weeks of full time training in order to achieve this standard. We appreciate that most members of the public will not have the riding time to reach this level of excellence.

However, the examiner will be looking for a satisfactory display of safe, systematic and smooth riding. He will explain, in the test debrief, any points which are causing difficulty, giving advice and sometimes practical ways of overcoming them. All Association examiners will have had considerable experience of many types of vehicles at police advanced level and many are also police instructors.

You will be expected to use all controls smoothly and with finesse.

Steering:
This should be smooth and controlled. He will watch to ensure that you can manoeuvre at low speeds and at higher speeds in line with safety and speed limits.

Clutch:
Your use of the clutch should show smoothness, delicacy and timing with the gear change lever.

Gears:
The way you use the gearbox will tell the examiner a lot about your ability. He will consider the way you make the change, your ability to match engine revolutions to road speed and how you use the gearbox when slowing to a stop.

Brakes:
How you use the brakes will play a big part in the examiner‘s final assessment. He will look for smoothness, early braking at the right place in the system, a careful balance of front and rear brakes to avoid pitching and skidding, and progressive change of brake pressure to bring the motorcycle to a smooth stop.

Throttle:
The throttle mechanism is spring loaded to its closed position. You must accustom yourself to this if you are to achieve smoothness. The examiner will want to see you displaying acceleration sense and, most important on a motorcycle, varying the power transmitted according to changes in road surface conditions.

Rear observations:
Rear observations play a big part in the system. It is important that the rider is aware of conditions to the rear as well as to the front to enable the early formulation of a riding plan. The timing of rear observation by using the mirror and shoulder checks will be examined. They should be made only when the act of looking away from the front is not in itself a hazard.

Horn:
The examiner will note audible warnings given. The horn should only be sounded when necessary, when all other safety features have been implemented.

Visibility:
Clean mirrors, windscreen and helmet visor are essential, particularly in wet conditions. Using demisting fluids and polishes to keep a clear view in the rain is important to a motorcyclist.

Smoothness:
Moving off and stopping must be smooth and safe. Good shoulder checks are essential before moving off. The rider should be able to control the machine at low speeds. The examiner will expect a careful balance of throttle and brakes. He will note the rider‘s choice of which foot to put down when stopping. The thinking rider will be able to place either both feet on the ground or balance with one foot while the other one works a control. To prevent the machine from rolling when stationary, one of the brakes should be kept applied where appropriate.

System:
The examiner will expect to see you demonstrate your understanding of the system, as outlined in Motorcycle Roadcraft, and the correct sequence of your riding actions. He will observe your hand and foot actions for balance and the timing of your signals. To do this the examiner may not be in the position behind you that you may expect. Do not be disconcerted. He may be checking that your rear observations are really to seek information, and not just a habitual or reflex action. Do not treat him as following traffic for the purpose of considering whether or not to give a signal.

The use of the system as outlined in Motorcycle Roadcraft is the cornerstone of advanced riding and inconsistencies in its application will affect the grade awarded. To achieve a gold or silver standard you should apply the system consistently throughout the test. A bronze grade may be typified by inconsistencies in its application.

Positioning:
The examiner will note how you position your machine for safety, stability and view on the approach to hazards both on the open road and in urban areas. He will note your use of lanes. You should be able to position the machine in order to obtain the best view that is available all the time. You should also understand that at times a position for view or speed will have to be sacrificed for the sake of safety. When you are riding round bends and corners, and not overtaking, you should not cross marked centre lines and should not cut corners when entering marked junctions. RoADA believes that to do so is potentially dangerous because such actions may be the result of entering the hazard too fast and may confuse oncoming and following drivers. The Highway Code supports this view. If anything untoward happened during such a manoeuvre the driver might be seen to be at fault and might then blame RoADA for teaching or condoning this action. If there are no centre markings then some movement over
the centre of the road may be acceptable

It is again emphasised that the mark of an advanced rider is always to be able to place the machine precisely where it belongs under all conditions and that it should be in the right place, travelling at the right speed and with the correct gear engaged.

Cornering:
The examiner will watch how you ride around corners and bends both in urban and rural areas. He will look at the line you take to ensure it gives the optimum view and safety margins. You will need to demonstrate that the principles and safety features of cornering are correctly applied.

Signals:
You should always remember that signals are the language of the road. You will need to consider the use of signals to warn other road users of your presence and intentions. They should therefore be given clearly and in good time. Arm signals should be given when appropriate to reinforce any mechanical signal. All these points will be noted by the examiner, who will also be observing your reaction to traffic signs.

Speed:
Advanced riders must be capable of controlling their machine at speeds up to the legal limit where it is safe to do so. While the use of speed must at all times be safe and legal, the examiner will want to see a brisk ride with good progress being made where possible. A driving plan that relies on exceeding the speed limit to complete a manoeuvre is unacceptable. If you consistently exceed the speed limit the examiner will stop the test and you will fail.

Overtaking:
While overtaking manoeuvres are inherently dangerous, they are a necessary element of the concept of good progress. However, they must be conducted safely and within the speed limit.

Deportment:
Rider and machine must blend harmoniously at all times. The controls should be adjusted so as almost to become extensions of the rider‘s limbs. Posture should be natural and comfortable. Lying flat on the tank or hanging off the seat when cornering should be treated as unnecessary for the road rider. Quiet efficiency is the hallmark of the good rider. Your consideration for other road users and your self discipline will reveal itself as will your temperament which, when riding, should be calm and relaxed but decisive.

Vehicle sympathy:
We expect Association members to respect their vehicles and develop motorcycle sympathy to the benefit of the current and future rider.

Observations:
One of the principal differences between the novice and the advanced rider is the huge amount which the latter sees and applies to the riding plan. You will be expected actively to seek information about changes in the short, medium and distant views. It is not enough merely to acknowledge a change because the examiner will wish to see evidence of observational links and how you cope with what you have seen.

Judging distance:
Your ability to judge distance and relate it to the speed of your own and other vehicles will be noted together with the way you link this ability with your braking and acceleration.

Motorways and Dual carriageways:
Joining the motorway can be from either lane of the slip road and will depend on traffic conditions. The use of the different elevation of the slip road and the motorway may give a better view of the motorway. Acceleration sense should be used to achieve an appropriate merge speed. Speed and following distances should be appropriate for the conditions. When leaving the motorway the candidate should be in lane 1 before the 300 yards marker and, if necessary, signalling that intention.

Knowledge:
At the conclusion of the test you will be asked several questions on The Highway Code, Motorcycle Roadcraft and basic motorcycle mechanics. You must be familiar with these two publications. There are a few things about how motorcycles work that every rider must know. Your motorcycle handbook should provide sufficient data for this part of the test. Be assured, no-one will be trying to catch you out. Know your subject well and you will not go far wrong. It is worth mentioning that through membership of RoSPA local groups you are likely to have many questions answered by the members who have already taken a test. It is unusual for a rider without some form of advanced rider training to obtain a high grade. Local group tutors group can help and their advice and support is free.
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Re: IAM

Post by Kwacky »

It was the monthly meeting last night. It was worth going as they were talking about how to pass the test and what it takes for an automatic fail, a issues to cause the examiner to think you're going to fail and what will cost you a first.

We saw some footage from a test which showed the rider missing a speed limit sign and riding far too close to the centre of the road for too long. He failed.

Other fails included taking a corner too fast and going on the wrong side of the road and one guy not taking a corner at all. Tales include a guy turning up with a bald front tyre, one rider with no horn on his bike and another asking if he could cancel because it was raining.

Some useful stuff about the various examiners. One of them does not like filtering, so if you get him you stay in place. The others like to see you try it. The guy giving the talk wants to see you going for safe overtakes, another prefers you to hang back.

Other hints and tips came as a surprise. You don't have to cover your brakes when you're stationary, you don't have to have one hand on the handlebars at all times when you're stopped, you can cut across lanes on roundabouts if it's safe to do so and the rule about moving over to the left and right only really applies when you're doing a decent speed. The examiners aren't too keen on seeing you go from gutter to white line in a 30mph setting.

The overriding theme is stick to the basics and do them well.


P.S. I'm paraphrasing a lot of what was said. Don't take it literally. I'll expand further if needed.
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Re: IAM

Post by rocket »

What lesson number is How to Wheelie
"80mph" sorry officer I possibly could not have done that I'm no Valentino Rossi.
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Re: IAM

Post by kiwikrasher »

All sounds good, but if you are striving for a standard it should be assessed consistently across the testers. Having different expectations depending on your tester is not an ideal learning environment.
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Re: IAM

Post by Kwacky »

There's very little difference between the examiners and you won't fail if you do something they personally don't like. You fail if you do something wrong.

On the over taking point, you know if an overtake is safe or taking the piss.

On the filtering point we were told to ask the examiner. You have a chat with your tester before you go out so you can discuss with them what they're looking for.
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Re: IAM

Post by Kwacky »

rocket wrote:What lesson number is How to Wheelie
When Frankie becomes an examiner.
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Re: IAM

Post by rocket »

Kwacky wrote:
rocket wrote:What lesson number is How to Wheelie
When Frankie becomes an examiner.
I'd sign up for that but dont do his stoppie school it's shit
"80mph" sorry officer I possibly could not have done that I'm no Valentino Rossi.
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Re: IAM

Post by T.C. »

Many years ago, I was examining the chief observer of the local IAM group but for the RoSPA test (This is in the days before the IAM First and Masters) and hos attitude was that being the chief poo bah for the local IAM group, taking the test and being awarded a Gold would be a formality :x I kept my mouth shut.

This was in the days before we used radio links, although to be fair, I still rarely use a radio now.

Anyway, I gave him the briefing, and back in those days we would allow a degree of latitude in GLF speed limits,but posted 30, 40's and 50's had to be complied with.

Anyway, I said to him ride as you have been trained and to the standard you would expect from your members/associates but enjoy the ride.

So off we set, and the first couple of miles were fine as we were in a 30 limit. Got onto the open road and the pace picked up. It was a spirited brisk but safe ride so no major issues, but when we came to the first 30, I backed off but Mr candidate just carried on saling through the limit at 70+

OK thinks I, maybe it was a slight error of judgement, so although I would not be giving him a gold he could still get a silver or bronze.

As I left the posted imited Mr chief Poo bah had slowed down and so I thought "OK, he has realised the error of his ways".....

So off we set again. Next 30 limit though, exactly the same, he sails through at 70+

So when it happened for the 3rd time, I just pulled over and stopped and waited for chummie to return to see what had happened, which he duly did.

When I asked him about ignoring the 30 limits, his attitude was that limits were there for untrained riders and someone of his standards was not required to observe posted limits (shocked)

Suffice to say, not only did he fail to get either gold or silver, I did not give him hs bronze either as I failed him on the spot.

Did he throw his toys out f the pram or what? How dare I fail him for doing every other advanced instructor did, who was I to tell him that I was not of the required standard and, and and............ Boy, did he go on before he stormed off at high speed and in a real huff.

About 10 days later I had to attend a crash and guess who was involved, and guess who was at fault?

My opening line was "Hello, remember me?" His face was a picture especially whenI stuck him on for dangerous and careless driving. He was convicted of careless.

Local IAM group did not reatin his services for very much longer either.

Going back to consistency with examiners is that we no longer have the class 1 and class 2 qualification, is is just advanced, it is no longer an intense 7 - 8 weeks, most are lucky to get a 2 week course and may don't forces don't do a course at all.

There is an universal standard which is acceptd and adopted by all examiners but many choose to ignore it because they don't understand Roadcraft properly themselves.
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Re: IAM

Post by Kwacky »

(lol)

He sounds like a right plum.
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Re: IAM

Post by T.C. »

Kwacky wrote:(lol)

He sounds like a right plum.
Trouble is, he was representing his group and the IAM in general and so a lot of people assumed that the way he rode and his arrogance was in keeping with the general demeanour of the group.

In other words, he did not set a very good example.

At least it is now heading away from the image of the pipe and slippers brigade.
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Re: IAM

Post by Kwacky »

There were a few young faces at the meeting last night. It is still predominantly men of middle aged and older.

Thanks for you input on this thread by the way, it really is appreciated. I keep reading your post above about what to do and not do.
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Re: IAM

Post by Cav »

My observer told me to do closer to 80mph than 70mph on the motorway - because 10%. I never felt sure of that but fortunately my test was not involving motorways so it wasn't an issue
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Re: IAM

Post by D6Nutz »

I remember my examiner riding up alongside me in a 50 limit, had no idea what he was up to except that he was checking my bike out.

When the test finished he told me he was checking my speedo reading. Apparently I was doing nearly 60, but holding the speed perfectly. Guess who had forgotten the gearing change and the fact that I had no speedo healer.. Ooops.. Still passed though.
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Re: IAM

Post by Cav »

D6Nutz wrote:Guess who had forgotten the gearing change and the fact that I had no speedo healer.. Ooops.. Still passed though.
My speedo is more accurate since changing the gearing to 0/+3 with a 60 profile tyre... odd.

The theoretical top speed at rev limit is 176mph and my speedo says 176mph - brilliant!
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Re: IAM

Post by Monty »

It's not odd Cav, it's wrong. Your bike doesn't do 176mph.
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Re: IAM

Post by Cav »

Monty wrote:It's not odd Cav, it's wrong. Your bike doesn't do 176mph.
I checked the gearing commander with my own maths and it backs up. I even measured the rear tyre circumference.. the maths is correct.

The only thing I can't check are the revs.. it could be reading high on revs and the rev limiter isn't as high as Kawi spec.

All I know is my speedo matches the theory as it hits the limiter in 6th 8-|
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Re: IAM

Post by Monty »

Your bike doesn't do 176mph, you'd need at least 200bhp for that.
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