Let’s Ride...

RADM Arthur Johnson, USN Col. Mark Vanous, USMC

Commander, Naval Safety Center Deputy Commander

Capt. Stephen Johnson Bruce Crisler

Head, Shore Safety Programs EA, Shore Safety Programs

David Kerrick 

Head, Traffic Safety Division

 

Smart Ride is a special Issue magazine resulting from a close partnership with 

the Motorcycle Safety Foundation, a not-for-profit organization promoting motorcycle safety and awareness. This publication can never take the place of time, 

experience and practice on the roads. It is critically important that every rider 

take an approved motorcycle safety course and continue the training continuum 

throughout his or her riding life!

COMMUNICATIONS AND MARKETING DEPARTMENT

Commander, Naval Safety Center

375 A Street, Code 70

Norfolk, VA 23511-4399

(757) 444-3520 (DSN 564) Ext. 7610 

John Mahoney, Director, Communications and Marketing

john.mahoney@navy.mil, Ext. 7310

Derek Nelson, Head, Media Division

derek.nelson@navy.mil, Ext. 7243

April Phillips, Public Affairs Officer

april.phillips@navy.mil, Ext. 7312

EDITORIAL STAFF

April Phillips, Editor, 

april.phillips@navy.mil, Ext. 7312

Allan Amen, Art Director

allan.amen@navy.mil, Ext 7248

Pat Eaton, Graphics

patricia.eaton@navy.mil, Ext. 7254

Dan Steber, Staff Photographer

danny.steber @navy.mil, Ext. 7247

Don Borkoski, Motorcycle Safety Specialist

donald.borkoski@navy.mil, Ext. 7135

MOTORCYCLE SAFETY FOUNDATION

2 Jenner, Suite 150

Irvine, Calif. 92618

(949) 727-3227

Charlie Fernandez, Military Programs Management

cfernandez@msf-usa.org, Ext. 3050

Dean Thompson, Communications and Media Relations

dthompson@msf-usa.org, Ext. 3138

Sea&Shore (ISSN 1550-1434) is published quarterly by Commander, Naval Safety Center, 

and is an authorized publication for members of the Department of Defense.

Contents are not necessarily the official views of, or endorsed by, the U.S. Government, 

the Department of Defense, or the U.S. Navy. Photos and artwork are representative and 

do not necessarily show the people or equipment discussed. We reserve the right to edit all 

manuscripts. Reference to commercial products does not imply Navy endorsement. Unless 

otherwise stated, material in this magazine may be reprinted without permission; please 

credit the magazine and author. Periodicals postage paid at Norfolk, Va., and additional 

mailing offices.

Distribution: contact editors for distribution requests.

POSTMASTER: Send address changes to: Commander, Naval Safety Center 

Attn: Smart Ride, Code 72A

375 A Street, Norfolk, VA 23511-4399

Visit us online at: www.safetycenter.navy.mil.

Editor’s Notebook 1

Champion Racer Nicky Hayden Says Take 

Calculated Risk 2

Where the Rubber Meets the Road 4

Trained to Have Fun 6

Fulfilling Your Need For Speed 8

Wipe Out Without Being Wiped Out 10

Don’t Ride Like an Idiot 12

Bike Buying Basics 13

PPE Can Save Face 16

Motorcycles Are For Girls 17

Live It, Learn It, Wear It! 20

PPE Requirements 21

Trail Breaking 22

NEX Stocks Motorcycle Gear 24

When Disaster Strikes 25

T-CLOCS 26

Motorcycle Mentorship Clubs 30

Group Ride Hand Signals 33

A Special Supplement to Sea&Shore

CONTENTS
Last year, the Naval Safety Center published its first-ever magazine dedicated 

to successful motorcycle riding. Although I’d never once driven a motorcycle, I 

volunteered to be the editor because riding was something I always wanted to 

do. In the process of trying to educate the Fleet about the triumphs and travails 

of the open road, I educated myself. 

Last May I took the Motorcycle Safety Foundation’s Basic RiderCourse and 

bought a small cruiser, a Suzuki Boulevard S-40. (I don’t want to hear a peep out 

of you Harley guys – I love my bike and it’s been perfect to learn on.)

The last year has held a lot of changes for Navy and Marine Corps 

motorcyclists. Unprecedented fatality numbers led to new training opportunities, 

including a course dedicated to sportbike riders, the Military Sportbike 

RiderCourse. We also started this magazine. Smart Ride is your forum. If you 

know of something we should cover in next year’s edition, send me an email at 

april.phillips@navy.mil and let me know.

The new training seems to be paying off, but when the fatalities were at 

their peak, more than a few leadership voices were grumbling about banning 

motorcycles in the Navy and Marine Corps altogether. Imagine the irony: The 

men and women who protect this nation’s freedom denied the freedom of two 

wheels on an open road.

The way to keep that nightmare from ever happening is to work within the 

system. Let your chain of command know if you ride or are thinking about riding 

so they can help you get initial or refresher training. Wear your PPE. All the 

gear, all the time. Take part in the motorcycle mentorship clubs on your base or 

installation. If there isn’t one, take the initiative to start a group. You’ll find some 

good information in this magazine on how to do that.

Keep the rubber side down. Take care of each other and ride smart.

EDITOR’S NOTEBOOK

April Phillips

Spring 2009 Smart Ride 1
By April Phillips

icky Hayden made 

history in 2002 

when he became the 

youngest rider to ever win the AMA U.S. Superbike Championship at just 21. 

Now at 28, The Kentucky Kid’s got 

a ton of victories and titles under 

his belt, but one of the things 

he’s most proud of is his work 

with the U.S. military.

“Once I found out some of the numbers of accidents and fatalities to some of the military riders, I 

knew we needed to try to help,” Hayden said. “I’ve had 

the chance to visit some bases around the world and have 

met a lot of troops at the races, so I have a bit of a connection. We’re kind of the same in that we are out around the 

world representing our country, so I feel like we’re in it together and on the same team.”

Hayden began riding motorcycles when he was five 

and he turned pro at the age of 16, but he said he worries 

when some Sailors and Marines purchase bikes that are 

too big and powerful for their experience level.

“Well, these guys are brave or they wouldn’t 

be able to do what they do in the military, but sometimes this can be a bad combination. I would say take the 

time to learn the basics and maybe a riding school would 

be a good idea. If you are a beginner, maybe hold off on 

getting a full-on superbike and start with something a 

Take Calculated Risk

Champion Racer Nicky Hayden Says

2 Smart Ride Spring 2009
“Once I found out some of the numbers of accidents and fatalities

 to some of the military riders, I knew we needed to try to help.”

little smaller,” Hayden suggested.

 He also said that new riders often don’t look far enough out in front of them, 

so he recommends scanning the road ahead and always being alert.

Hayden said that even though he’s been on two wheels since he was a 

young child, he still practices risk management.

“I accept that danger is part of my job, but I take calculated risks. 

I’ve got to know when to hang it all out and take chances, so I think 

a lot about how to be safe.”

He works with Alpinestars, a company that makes riding apparel, on his leathers, and also with Arai on his helmet. He’s working 

to make the gear as comfortable and effective as possible.

“I highly recommend wearing the right gear,” Hayden said. 

“They’ve come a long way in the last few years and in the long 

run, the gear is cheaper than the hospital bills!”

As a champion racer, Hayden said he understands why Sailors and Marines want to go fast on their motorcycles. However, 

he has some advice:

“Bikes are great, but you have to respect them. If you want 

to go fast, the streets are not the place. Believe me, if you like to 

bike on the streets, then that’s cool, but you’ve got to try to do 

some kind of track day. You’ll love it.”

Hayden loves the atmosphere at the track, and said 

he feels fortunate every day he goes to work.

“I love the people around bikes, working with 

the teams and competing. I’m very lucky and 

blessed to do what I do.”

He also feels blessed to have supportive fans, many of whom are in the military. 

Hayden said he never forgets their sacrifice.

“I travel the world 11 months out of the 

year and people always ask me what’s my 

favorite place. Well, that’s an easy one. Right 

home in America! People don’t realize how 

good we’ve got it here stateside, so I’ve got to 

thank the military for giving us the freedom 

and safety we have. Without the strong armed 

forces, it wouldn’t be like this, so ya’ll stay 

safe so you can continue protecting our great 

country and I’ll try to stay fast so I can make 

y’all proud!” 

Spring 2009 Smart Ride 3
Don Borkoski

I

t’s been a couple of days, weeks or months since 

you last rode. You have a little time. The weather 

is nice so you crank up the bike, roll on the throttle and WHAM! Turning out of the neighborhood, 

the bike slides out from under you for no apparent 

reason. Dang it! What happened?

There must have been gravel or something on the road! 

Well maybe, but probably not.

It seems that you were ready to ride and the engine may 

have been warmed up enough, but your tires probably weren’t. 

Tires have to be ready to ride? Never heard of that?

Heard of “yin and yang”? It is a concept of complementary opposites. Where there is white, there must be 

black. If there is hard, there must be soft. And for motorcycle tires, the more grip when warm, the more slippery 

when cold. 

Tires are tires right? Well, no. Not really. You are the 

proud owner of a finely tuned machine that puts out more 

horsepower to weight than most cars. The more performance your bike puts out, the more power it provides to 

what? That’s right, the tires.

Because of the performance of today’s motorcycles, your 

tires are engineering marvels. Consider this: no matter how 

powerful the bike or how finely tuned the engine, all that 

power on your machine must be transferred to two small 

patches of rubber to make it go, turn and stop ... or not. 

The amount of rubber on the ground varies dramatically between bike types, but it is generally between 6 and 8 square 

inches or less. When you walk, you have more foot on the 

ground than your bike has rubber on the ground!

The advantage of such a small traction patch is less 

overall drag, more maneuverability and more speed. These 

are obvious advantages to any bike, especially sport bikes. 

The disadvantage is that you reach the traction limit quicker, especially in a curve, accelerating or stopping. Those 

forces use up a lot of traction, and you only have so much. 

Once your traction limit is exceeded, the bike will slide. If 

that happens too quickly for you to compensate, you’re on 

the ground.

There are a lot of things that determine your traction: 

The weight of the bike with you on it, the amount of rubber on the road, the road condition, bike speed and speed 

changes, angle of the bike, the composition of the tire rubber and more. To provide you the most traction possible, 

tires are engineered for each type of bike and riding environment. The tires you have and how you use them make 

all the difference. 

On dirt, or wet surfaces, tires with lots of grooves provide the best traction. They provide a channel for water, 

loose dirt and sand to slip between. The “nobbies” can push 

through the loose stuff and improve the traction even more.

On a road surface, smooth tires give you the most traction because more rubber is on the road, and it isn’t necessary to push through dirt and sand. Typical road tires have 

some tread to channel water away to improve your margin 

of safety if you get caught in the rain.

The tire shape is also important for traction. Cruisers and 

standard touring bikes have flatter tires. The bikes do not 

lean at extreme angles so most of the tire patch stays on the 

ground improving the bike’s ability to accelerate and brake. 

Performance bikes have a more rounded tire to provide 

maximum traction for a wide range of angles. Some performance tires are shaped more like a flat bottom V. This 

design allows the bike to lean faster and the sides of the 

V provide more rubber on the road improving the traction 

with the bike in a lean. The more torque and power your 

bike produces, the wider your back tire will be. Just remember, while wider equals more traction, it also means less 

maneuverability. 

Lastly, the tire composition is very important to the 

tire’s performance and its wear on the road. The harder 

the tire, the longer it will last. Harder tires are OK and 

normally built for heavier bikes with limited maneuverability. Softer tires will not last as long, but they provide 

something vital to performance machines – they grip the 

road surface much better. This is important when you are 

rolling on the throttle in a 45 degree turn. 

But, there is another catch. Tires are made up of a 

combination of materials, but the softer tires are primarily rubber. Rubber has ideal properties for tires, but the 

gripping ability changes with the temperature of the tire. 

Tires can change as much as 25 degrees between the cold 

and “operating” temperatures. So faced with this dilemma, 

engineers decided to make the composition of the rubber 

tires most effective at operating temperature. Colder tires 

are much harder and provide less traction. So be cautious 

Where the Rubber 

 Meets the Road

4 Smart Ride Spring 2009
when you first start your ride.

For all bikes, and especially performance bikes, you 

must get your tires ready to ride:

1. First and foremost, make sure your tires have the 

proper air pressure so the designed amount of tires is on 

the road. This will improve tire wear, improve stability 

and provide you with the designed amount of traction for 

your machine.

2. Inspect your tires for damage and wear. You life 

depends on those small patches of rubber. A blowout 

could be catastrophic. The tread is important because you 

never know when that isolated rain shower finds you on 

the highway.

3. “Scrub in” or “scuff” your tires before you get too 

aggressive with your bike. Rubber is affected by the sun, 

environment and heat. The outside layer gets brittle and 

hard if your bike has been sitting for a day or two (or 

more). Weaving with an increased lean angle will wear 

away that thin hard layer exposing the very “grippy” rubber underneath. The longer the bike has sat, the more important this step is. If your tires are new, the same thing 

applies. New tires are extremely slippery because of the 

smooth oxidized layer on the outside.

4. Last but not least: warm up your tires before getting 

too aggressive with your bike. Your tires must be at operating temperature to be most effective. If you ride normally 

before you have them up to temperature, you may find 

yourself and your bike on the ground.

The best way to warm up your tires is to just ride for 

15 minutes or so. Do it cautiously until your tires are ready, 

which means you should stay reasonably upright. On that 

sport bike, you must be very cautious about using the front 

brake in a lean until the tires are at operating temperature. 

It helps to accelerate and brake, to increase friction and 

heat, but this is only marginally effective. The colder the 

outside temperature is, the longer it takes to warm up the 

tires. Exposing your tires to the sun, or using specially 

designed tire blankets will help, but riding is still the most 

reliable way to get them up to temp.

One word of caution: Race tires specifically designed 

for the track are very exotic and require special care. Even 

with most of their tread intact, they may not be serviceable 

if they have exceeded their designed number of “heat cycles” 

(the duration and number of times they reached operating 

temperature) or their service life (as short as a year once 

used). These tires become very brittle and lose substantial 

amounts of traction once their service life is exceeded. These 

used tires can be purchased at substantial discounts from 

some tracks and dealers, but be wary. There is a reason 

these very expensive tires are not on the bike of the previous 

owner. If the pro is afraid to keep them, why would you even 

consider mounting them on your bike?

Like the commercial says, “There is a lot riding on 

your tires.” Don’t take them for granted. 

Cruiser Tires

V rear Tires

Sport Round

 Tires

Spring 2009 Smart Ride 5
Keith Code

hese past four 

years working 

with Marines on 

their riding skills has 

taught me a lot. Sure, I’ve 

been riding for more than 50 years, but I’m 

still amazed at how much I can learn on a short ride 

between home and our office, riding pretty much the speed 

limit on the freeway. 

Point is, there are technical skills to know and understand about riding motorcycles. I might be a little dim, 

because even though I was already racing as an AMA Superbike pro, it still took me 15 years to figure that out. The 

cool part is that once I started figuring out how to ride, I 

very rarely crashed. Before that, well, that’s another story 

altogether. I went through a few sets of leathers.

The whole reason I started training riders in the ‘70s 

was I knew that understanding what you are doing; what 

the limits are; what the bike wants from you; what skills 

you need to become competent and what is in-control and 

what is out-of-control, is where the real thrill of riding 

begins. It’s amazing. Riders 

who don’t understand this can’t easily 

grasp how good it can get. They measure riding by what 

they feel, and they can’t really get all of the feel available to 

them until they do understand. It’s a Catch-22: you’ve got to 

know before you ride; you’ve got to ride before you know.

You think I’m blowing smoke in your ear? Talk to a 

few of the ten- or twenty-year veteran riders who have 

been through our Advanced Motorcycle Operators Schools 

(AMOS) at Marine Expeditionary Force bases, and see what 

they have to say. 

I don’t know if you like your job or not, but look at it 

this way, how much less would you like it if you hadn’t 

been trained to do it? That’s grim, man, very grim. You’d 

Trained 

to Have 

Fun

6 Smart Ride Spring 2009
 “I’m still amazed at how much 

 I can learn on a short 

 ride between home and our office 

riding pretty much the speed limit on the freeway.” 

be making mistakes all the time and 

figuring out ways to cover them up so 

you wouldn’t get chewed out. 

That’s what most riders do. They 

put together this little package of mistakes and call it riding. Yeah, they are 

still having “fun” riding but not be 

one of you out there can tell me that 

you don’t have moments while riding. You can’t tell me you don’t have 

doubts sometimes. You can’t tell me 

you don’t make mistakes. You can’t 

tell me you are as good a rider as 

you’d like to be when and if you grow 

up! (Motorcycle riders never actually 

do grow up.)

That’s my take on it--for what it’s 

worth. More training is coming your 

way. You can look at it other ways but 

to me the Marine Corps is doing its 

level best to get you to have fun riding. Don’t tell that to your commands; 

they think these things are safety 

programs. But you know what? A 

well trained rider is as safe as it gets 

and the hidden bonus is having more 

fun doing it. 

Keith Code is the founder of the California Superbike School 

and has more than 50 years of riding experience.

Spring 2009 Smart Ride 7
Believe it or not, naval leadership is starting to get it. 

Asking sport bike owners never to test the limits of their 

high performance machines is about as effective as giving 

a dog a bone and telling him not to gnaw at it.

So, if the bosses can’t get you to slow down all the 

time, they’ve decided the next best thing is to provide a 

safe environment for you to test your high-speed skills, 

and even offer you top-of-the-line instruction from some 

of the motorcycle industry’s best-known names. That’s 

why the Marine Corps beta tested the Sport Bike Speed 

and Direction Challenge Track Day at several areas across 

the fleet.

Marine Corps Air Station Cherry Point hosted a track 

day March 2-6, which featured cornering instruction 

from Dylan Code, son of champion rider Keith Code and 

an instructor at Code’s California Superbike School. The 

Marine Corps has looked to the Code family to provide 

high-level, advanced specialized training to Marines who 

ride sport bikes.

“We want a controlled environment to allow Marines 

By April Phillips

et’s get real. If you own a sport bike, you want to go fast. Your leaders 

are constantly preaching to you to slow down, but that advice is going 

in one ear and out the other. You want to do the right thing. You practice risk management all day at work and it’s not like you have a death 

wish. But still ... there’s something inside you that keeps telling your 

throttle hand to roll on the power and your bike responds perfectly to your every command. It feels so good to go fast.

Fulfilling Your Need for Speed

8 Smart Ride Spring 2009
to better their skills with professional coaching, to go fast 

and learn something while having a good time,” said Stan 

Dutko, safety manager for Marine Corps Installations East.

A safe environment is key, said Dylan Code, who led 

the training at Cherry Point. The track was cleared of all 

debris before the riders began and also between each group 

of riders. Because it’s a closed course, there’s no fourwheeled traffic to contend with – and four-wheeled vehicles 

are often at fault in crashes with motorcyclists.

Code and his team provided light instruction on key 

aspects of track riding such as throttle control and correct 

entry speed into the turns. He said these skills are crucial 

on a track, but mastery of them also makes sport bike riders better overall motorcyclists on the street. 

“If the best guys in the world are constantly poring 

over that information, don’t you think it would be good to 

focus on throttle control and entry speed at your level?” he 

asked the Marines during his introductory brief.

After completing the instruction period, Code broke the 

riders up into groups and let them do their thing.

“We’re not setting speed limits,” he said. “The limits 

are on an individual basis. The mantra here is not ‘slow 

down.’ The mantra is ‘control your bike.’” 

The Marines who participated in the track day said it 

was a great opportunity to test their existing skills and 

learn new ones. 

SGT. KRISTIN RIOS WAS THE ONLY FEMALE rider who participated in this particular track day. Although her father 

and grandfather both rode motorcycles, they were upset 

when she bought a bike because her father spent seven 

months in the hospital after a serious injury. In her leather 

jacket and helmet adorned with chains and skulls, she’s 

not easily intimidated; however, she’s learned from others’ 

mistakes and enjoys the safety of a closed track setting 

when she’s out for speed. 

“I keep my father’s accident in the back of my mind, 

and when I’m over my limit, it slows me down,” Rios said.

Sgt. Bradley Wells was sent to Cherry Point on funded 

temporary duty orders from his command at the Marine 

Corps Security Force Regiment in Norfolk because his 

chain of command recognized the importance of this advanced training. However, just because the training is important, doesn’t mean it can’t be a lot of fun.

“I got it up to a little over a hundred on the straightaways,” Wells said. He also said it helped curb his need to 

go fast on the highway.

“Anything you can learn on a safe track is better than 

learning it on a freeway with cars, or worse yet, in a ditch 

on the side of the freeway.” 

Spring 2009 Smart Ride 9
By April Phillips

here are very few motorcyclists who enter a 

tight curve at 80 miles per hour, over-correct 

with too much brake, slide across the highway 

after a front tire skid, and then get up to highfive their friends. However, even though you 

know the dangers, you’ve probably wondered just how far 

you can push it with your speed ... How fast you can take 

that curve ... How good you really are.

Wipe Out Without Being Wiped Out

I hate to be the one to break it to you, but unless 

you’re Ben Spies or another Superbike racing champ, you 

probably need to throttle back a little bit. However, you’re 

human. You’re naturally curious and love to push the limits. Wouldn’t it be great if there were some way to find out 

what would happen if you did take a corner faster than 

you should?

Marines assigned to the Third Marine Aircraft Wing 

(MAW-3) at Miramar, California, are getting the chance 

to hone their riding skills, test the limits of what they 

know, and live to tell about it. The Department of Safety 

and Standardization recently made a major investment 

in the education of Marine motorcyclists by purchasing 

some high-tech motorcycle simulators with a price tag 

of about $170,000 apiece. They have one cruiser-style 

simulator and one sport bike. The price is steep, but Col. 

Tom McKnight, who heads up MAW-3 DOSS, said it’s 

worth the money.

“We’re telling Marines that it’s in our best interest to 

keep you alive and in one piece. Motorcycle fatalities and 

injuries impact our readiness. That’s why this is so important,” he said.

The high-fidelity E-F Bike simulator, made by Simulator Systems International, offers fully operational 

handlebar controls including clutch, front brake, gas, turn 

signals, lights, horn, and starter button. The foot controls 

operate the rear brake and the gear shifter, just like on 

a real motorcycle. Three 42-inch plasma screen monitors 

have realistic graphics and high resolution, 3-D visuals of 

scenarios such as city driving, country roads, interstates 

and other real-life riding situations. More importantly, riding the E-F Bike simulator feels like riding a motorcycle. 

The simulator automatically switches from direct steering, 

Marines assigned to the Third 

Marine Aircraft Wing (MAW-3) at 

Miramar, California, are getting 

the chance to hone their riding 

skills, test the limits of what they 

know, and live to tell about it. 

10 Smart Ride Spring 2009
where you steer the bike with the handlebars pretty much 

the same as you would on a bicycle, to counter-steering, 

where you have to push the handlebar more than turn it. 

This can be a tough concept for newbies to get, and learning it on the simulator is much more forgiving than learning it on the street. 

 MAW-3 requires all its new riders to attend simulator 

training before taking the Basic Rider Course, which is required of all military riders.

“You get a lot more out of the BRC by learning about 

the friction zone, the throttle controls and more before you 

ever go to the course,” said Steve Ray, an MSF rider coach 

and a contractor who teaches traffic safety. “If you already 

know how to control the bike you’re less nervous during 

the course and can pay attention to what the instructors 

are saying rather than worrying about the basics of throttle 

and clutch.”

The simulator has several modes, each designed to 

teach a new skill. After new riders learn the basics of 

motorcycle controls, they progress to maneuvering the 

bike at real highway speeds. More advanced programs 

take riders through complex intersections and traffic patterns, as they learn hazard perception, defensive driving, 

and how to divide and focus their attention as necessary. 

Road conditions even change as the weather changes. 

Simulated rain will reduce the tires’ traction, so riders 

can see how their own bike would handle differently in 

inclement weather.

Cpl. Christian Bramstedt, who works as a statistician 

in the MAW-3 safety office, was not a motorcyclist, so he 

was the perfect candidate to help test the simulator. He 

learned to ride by learning the mechanics and headwork of 

motorcycling on the E-F Bike.

“It gets you used to using a clutch, controlling the 

throttle, and learning how the motorcycle should lean 

and feel.”

Branstedt said the simulator was very easy to use. 

Anyone who’s ever used a computer of played a video 

game can operate it, he said. However, the stakes are much 

higher than those of your average video game.

“It lets new riders know what they’re getting into. A lot 

of riders think the bigger the better with motorcycles, but 

if they spend a couple of hours on this thing, they’ll have a 

much better idea of what they’re capable of.”

However, it’s not just new riders who can benefit from 

the simulator. MAW-3 requires its riders to train on the 

simulator again after a year, but this time they operate at a 

more advanced level. Those who have been riding for years 

and years get the opportunity to see just how fast they can 

travel through tight turns and through busy intersections. 

Most come away with a much more realistic impression of 

their riding abilities, which in turn keeps them safer on the 

streets. 

Spring 2009 Smart Ride 11
By April Phillips

magine a dark night and an open 

road. A Sailor on a slick yellow 

sport bike pops a wheelie and flies 

on one tire through an intersection’s red light. Soon, two there are 

two more red lights as a police officer swerves 

onto the roadway, hits the siren, and floors it 

in hot pursuit. 

It happens far too often ... a once-promising 

military career goes down the tubes in the time it takes 

for a sport bike rider to roll back on the throttle and shoot 

through an intersection like an F-18 catapulting off a flight 

deck. It’s like playing Russian roulette when speed, traffic, 

road conditions and other factors combine to exponentially 

increase the likelihood of a gruesome crash.

But I’m not talking about the careers that end due 

to death or dismemberment on the highway. I’m talking 

about the ones that end because a Sailor or Marine is in 

jail, locked away on charges of felony police evasion, while 

his motorcycle is sitting idle in an impound lot.

“It’s not unusual for sport bike riders to try to evade 

police,” said Don Borkoski, the motorcycle safety manager 

at the Naval Safety Center (NSC). “He’s got a performance 

machine that he knows will do more than just about anything else on the road. He thinks he can get away by outmaneuvering, but what many people don’t know is that the 

police usually don’t turn on their lights and go into active 

pursuit until they’ve already called for backup. You might 

be speeding away, but you’re only going to get to the roadblock they’ve set up that much faster.”

A recent incident involved a Sailor who was evading 

police after blowing through several lights. The pursuing officer ended up losing control of his vehicle and was trapped 

beneath a tractor trailer truck for nearly two hours. Someone 

was smiling on him, because he only suffered minor injuries. 

The Sailor was arrested on felony charges and is facing 

major legal and career ramifications. While he might not 

realize it right now, this Sailor was actually very lucky.

“It could just as easily been him in the accident and 

not the cop, and he wouldn’t have survived the crash like 

the cop did,” said Dan Dray, 

an NSC traffic safety specialist. 

Felony charges of evasion can carry 

significant jail time, not to mention the original charges 

the rider was trying to flee from.

“If he goes to jail, he can take leave, but once that 

leave is used up, the Sailor or Marine is UA. When he gets 

out, chances are they’ll process him out with an administrative or general discharge,” Borkoski said.

Both he and Dray are former master chiefs, so they’ve 

seen their share of careers that got derailed because of 

bad judgment calls like running from the cops. Borkoski 

said that even if the service member is able to stay in the 

military, he or she may have to move into a less satisfying 

career field because security clearances are one of the first 

things to go with a felony conviction.

While it’s typically the younger, sport bike riders who 

have the machines capable of evading police pursuit, Dray 

said it’s up to all motorcycle riders to look out for each other.

“Motorcycle mentors and mentorship programs within 

the commands really need to promote responsible riding,” 

he said.

This is important, because although the number of 

riders who run from the cops is very, very small, a few 

high-profile cases of felony evasion can give everyone a 

bad name.

“Before you run, think of the ramifications,” Borkoski 

said. “If you do evade the police, when they finally catch 

you, they’re going to throw every charge in the book at 

you. You’re better off just taking the ticket.” 

Like

Don’t Ride 

an Idiot

Composite picture

12 Smart Ride Spring 2009
• Obtain motorcycle permit or license

• Take a training course (Motorcycle Safety Foundation 

Basic RiderCourse)

• Ask yourself, do you really want to ride?

• What is your experience level?

• What type of riding do you plan on doing? (Daily 

commuting, long rides, weekends only, etc.)

• Decide what type of bike you want

• Decide on a new or used bike

• Know what options are available for the type of bike 

you are interested in

• Call your insurance company and get quotes

• Call your bank and get quotes for a loan (if you are not 

paying cash)

• Decide if you want to purchase an extended warranty

• Decide if you want to purchase a maintenance plan

• Price Personal Protective Equipment (PPE) you need

When you can answer these questions you are ready to 

visit some dealerships:

• Is the bike the right size for you and your experience 

level?

• Do you know how modifications will affect the ride?

• Is the bike what you want or is it what the salesman 

thinks you want?

• Can you afford it? (Financially and risk-wise)

• If the bike is used, has it been inspected by a professional mechanic?

• Is this the best deal?

• Buy your bike!

• Plan on a way to get the bike home, especially if 

you’re inexperienced.

Once you purchase your motorcycle, congratulations 

and welcome to the ride. You have joined an exclusive club 

that comprises about 10 percent of the licensed drivers in 

the military. But, you can never forget that the machine you 

purchased comes with significantly more risk than an automobile. While only 10 percent of the military population 

rides, motorcyclists account for more than 50 percent of the 

military’s motor vehicle fatalities. The only safety features 

bikes provide are more efficient brakes, and on some models, ABS brakes. Your PPE is the only other protection you 

will have. 

But wait! The single most important safety feature on 

Bike Buying Basics

ven if you know what bike you want, putting out the money is the 

easy part. Here are some things you should do before you even go 

to the dealership:

Don Borkoski

DON BORKOSKI IS THE NAVY MOTORCYCLE MANAGER

Spring 2009 Smart Ride 13
your machine is you! Seasoned riders have learned how to 

stay alive in spite of the increased risk. Things that are common to every seasoned rider include:

• They are trained for their type of bike

• They identify hazards (using ORM)

• They use Search, Evaluate, Execute (SEE)

• They always have a way out

• They ride defensively

• They keep their heads on a swivel

• They ride within their limits

• They don’t speed or stunt on the highway. They take 

it to the track

• They don’t ride drunk

• They avoid unnecessary risks

• They never assume the right of way

PERMIT or LICENSE: Most states offer 30-day permits 

to ride motorcycles. They can be obtained at your Department of Motor Vehicles if you have a valid driver’s license 

and pass the written and the eye exams. After the 30 days 

you will be given a riding test and if you pass, you get a 

motorcycle endorsement on your license. Cost: $25 to $100 

depending on your state. Contact your state DMV for details.

TRAINING: On a motorcycle, the one mistake you make 

could be the one that kills you. Training is provided free in 

the military, is mandatory before operating a motorcycle and 

will give you the skills and knowledge to stay alive. Many 

installations provide trainer motorcycles so you don’t need 

your own bike, or a license. Take the BRC before you even 

buy a bike. After you take the training, decide if you really 

want to ride. Make the decision before you put down a lot of 

money. It might not be your thing.

If you end up buying a sport bike, remember you must 

take the Military Sportbike RiderCourse. It’s mandatory 

and free. Sign up for these courses on: www.navymotorcyclerider.com

If you are not near a military base, most Community 

Colleges provide the training.

TYPE of BIKE: The military categorizes bikes into two 

family groups, Sport Bikes and Standard Bikes. Sport Bikes 

are performance machines born from the track. Some bikes 

in this family include supersport, sport touring, dual sport, 

and unclad or naked sport. Standard bikes are a huge family 

of bikes and include touring bikes, cruisers, custom bikes, 

dirt bikes, enduros, café and introductory bikes. 

Note: Smaller cc, standard bikes are the safest motorcycles for beginners. In many cases you can sell them for 

what you bought them for. Consider one of these smaller 

machines before you move on to bigger or more performance machines. 

NEW or USED: There is a saying that “there are two 

types of riders, ones who dropped their bike and ones who 

will.” Whether you drop it in a crash (hopefully not) or 

drop it because you forgot to put the kickstand down (lose 

cool points), new riders tend to drop their bikes more. If 

you are a new rider, consider a used bike. If you do buy 

used, make sure the bike is inspected by a qualified mechanic. Getting a nasty front wheel shimmy on the way 

home is not fun and could prove hazardous to your health. 

OPTIONS: Consider decorative options after you have 

owned your bike for awhile. Here are some important options to consider when you purchase the bike:

Windshield, saddle bags, engine guard (or roll bar), 

sissy bar (back rest), luggage rack, tank or tail bag, bike 

lock (chain, cable or disk brake lock) and helmet bungee.

INSURANCE: Some states do not require insurance. 

If you do not have a minimum of liability insurance you 

are taking a chance of losing everything you own and in 

some cases, your pay can be garnished in a liability suit. 

That could be worse than alimony! Comprehensive insurance will help cover the cost of repairs if you are involved 

in a crash. Keep your deductible high or you will be paying 

dearly for that coverage. Get a quote for your insurance 

before you buy your bike. Young, new riders may pay more 

for insurance than the bike payment!

Note: First, many insurance companies do not cover 
your passenger. If you plan on riding with passengers, 

contact your insurance company to see if you are covered, 

or how you can get the coverage. Second, many insurance 

companies provide a discount if you have completed the 

BRC (usually 10%). Some may even offer an additional 

discount for more advanced training, which includes the 

MSRC. Get trained: it may save you money and your life.

LOAN: Your best interest rates are generally from credit 

unions, then banks. Some dealerships may have special 

deals where the interest is much lower. When you get a 

loan, consider the following questions: Fixed or variable 

rate loan? Could there be a future rate change for any reason? What is the late payment penalty? Is there a loan administrative fee? What are the loan term options? 12, 24, 

36, 48, 56 months? 

Note: The longer the loan is held, the lower the payments, but the more you will pay. Be cautious: with most 

motorcycle loans, if you exceed a 48-month loan, you may 

owe more for the motorcycle than it is worth.

EXTENDED WARRANTY: Most new bikes have sufficient coverage up to 36 months. Unless you have a very 

expensive bike, you may not need additional coverage. Also, 

consider if you will still have that same bike in 3 years.

MAINTENANCE PLAN: These plans can be very good and 

often pay for themselves, if you use them and you don’t 

move. Most are not transferrable, and can only be used at a 

particular dealership. These are not very cost effective for a 

military family who changes duty stations regularly.

PPE: Buy a good helmet; it could save your life. Full 

finger gloves, riding boots and a good jacket are important. You may want to consider riding pants or leathers. 

You have to decide how much risk you are willing to accept. Many riders wish they had better equipment after losing large sections of skin after a slide down the highway. 

Remember, the only protection you get on your bike is 

what you wear!

SIZE: You should be able to put both feet on the 

ground when you are sitting on your bike. Some bikes 

won’t fit you. If the bike doesn’t fit you, keep looking. 

Engine size may be a measure of your ego, but it will 

also increase your insurance dramatically and if you are 

inexperienced, decrease your life span! You will also wear 

your tires down faster, especially if you “jack rabbit” from 

light to light. Consider a bigger size bike only if your experience level can handle it and/or if you normally ride with 

a passenger.

MODIFICATIONS: Here are some bike mods that could 

affect your safety. 

1. Extended swing arms or front forks dramatically reduce the turning ability of the motorcycle. If the mod was an 

aftermarket change, consider the consequences. 

2. Bike lowering mods reduce ground clearance and 

turning ability. In some cases when “hard parts” of the bike 

hit the ground, it could be dangerous. 

3. If your tires aren’t properly fitted, you can “rim out” 

in a turn and drop the bike. 

4. If racing tires are on the bike, they may be brittle if 

they are used or old. You will have very minimal traction. 

Rim size changes can affect the suspension, traction and 

maneuverability of your bike. 

5. Exhaust system changes can reduce the engine life if 

they have not been “mapped” to match the fuel injectors to 

the change in exhaust pressure. 

6. Lastly, look for changes of the safety equipment on 

the bike such as lights and mirrors. Most states require an 

inspection prior to sale, but even if your bike passes inspection, consider the functionality of the installed modifications and how they will affect the bikes performance and 

your riding. 

Whether this is your first bike or your fifth, whatever 

you buy will determine how you ride, how safe you will 

be, and how much skill you must have. Riding can be fun, 

thrilling and challenging, but it can also be a short-lived 

hobby if you don’t know what you’re doing. Get trained, 

buy smart, get experience, enjoy your ride and live to be a 

seasoned rider. See you on the road. 
By AD3 Thaddeus R. Widen

ast Veterans Day it was a beautiful afternoon 

to go dirt bike riding, especially since it had 

been raining all week and I didn’t get a chance 

to ride all weekend. My roommate and I both 

have dirt bikes and we usually ride trails, but 

on this day the trails were still too muddy to maintain 

control of our bikes. Instead of taking the chance of getting 

hurt on the trails we decided to practice our holeshots. In 

motorcycle racing, “holeshot” is the term for first person to 

enter the first corner. 

My buddy, Aaron, and I lined up in a field that was 

approximately 300 yards long. We did three holeshots and 

were starting to get used to getting off the line quickly and 

safely. On the last holeshot we decided to race to the end of 

the field. I came off the line first and was quickly accelerating though the gears. 

 I was in fourth or fifth gear about 200 yards down the 

field when my front tire bounced up from a tractor tire rut. 

When my front tire came down, the handlebars bounced 

back and forth violently making it impossible for me to 

maintain control of the motorcycle. I was thrown off the 

right side of the bike and remember hitting the ground on 

my right shoulder and immediately starting to roll. On 

the second flip my head smashed face first into the 

soft dirt. This snapped the visor on my helmet 

into three pieces. I slowed to a stop about 40 

feet from where I had initially landed. 

Aaron had seen what had happened and 

stopped to assess the damage. As I stood 

up, he told me my nose was bleeding. At 

the time, my whole face hurt so I didn’t 

even know the extent of my pain. We 

started both bikes back up and rode to 

the trucks. I cleaned my face and we 

packed up for the day to head home. 

After driving home, I took a 

shower and made dinner. That 

evening, I noticed my neck was 

swollen. I have been in a 

few wrecks and know 

dirt bike riding can be 

dangerous. That’s why I 

always ride with all of my 

personal protective equipment, including helmet, 

boots, gloves, long pants 

and eye protection. In the 

PPE CAN SAVE FACE

past when I wrecked, I would just get up and shake it off 

and keep riding. This time, I was scared that something was 

wrong with my neck. 

Aaron drove me to Portsmouth Naval Hospital and upon 

arrival I met with a nurse who put a neck brace on me and 

told me to be still. They did a CT scan to look for any broken 

bones and torn muscles. After finishing my scan, they did 

an X-Ray my spine just to make sure that nothing was misaligned. The results came back clear and I was free to leave, 

along with a prescription for some Motrin and Percocet. 

I learned from this experience not go as fast as I ordinarily would when I don’t know the condition of the field. 

Luckily, the field was soft enough to break my fall without 

breaking any of my bones. The doctor told me that if I had 

not been wearing my helmet I would most likely be in a 

coma, and if I had not been wearing my chest protector I 

could have easily broken my collar bone or shoulder blade. 

I have been riding since I was four years old and have 

wrecked many times without breaking any bones. This 

was also the first accident to send me to the hospital, but it 

can happen to anyone. 

AD3 WIDEN IS A PLANE CAPTAIN IN VFA-37

16 Smart Ride Spring 2009
By Jessica Prokup

’m tired of hearing this story: “My husband bought 

me a motorcycle. [Read: Gigantic hulking monster 

that freaks me out.] I tried to ride it and dropped 

it. Now I’m too scared to get to back on a bike.” 

I teach people to ride in the Motorcycle Safety 

Foundation’s Basic RiderCourse, and I’ve had women drop 

out halfway through because they went home after class, 

fired up the behemoth waiting in the garage, and promptly 

tipped over. And that’s the last time they ever tried riding.

Too many women are discouraged from getting into 

motorcycling because they start on a bike that’s way too 

big. Or they don’t have a good support network. Or they 

lack enough confidence in themselves to even try riding. 

Those of us who’ve taken the leap know what they’re 

missing out on: Motorcycling is one of the most fun and 

empowering things you can do, not to mention a great way 

to build friendships.

And you want to let a little thing like confidence get in 

the way? Get over it, girl!

Now more than ever, the motorcycle community has 

the means to support women riders. With more bikes, 

gear, schools, clubs and events than ever before, there are 

tons of opportunities and a lot of help for people of all 

backgrounds to get into motorcycling safely and smartly. If 

you’re thinking about learning to ride, there’s never been a 

better time. 

 ...they just don’t know it yet.

Roadblocks

Freedom, camaraderie, adventure – motorcycling 

is where it’s at. And you don’t have to race or journey 

cross-country to enjoy it. So what keeps so many women 

from learning to ride? Let’s look at the barriers standing 

in the way.

There are some reasons why women in particular have 

a hard time getting into motorcycling. For one, I’ve heard 

a lot of women say that they’d like to ride, but they just 

don’t think they can do it. Does it look like something only 

guys can do? Chances are, the women who think they can’t 

learn to ride don’t know a lot of other women who do.

Some women simply have no one they trust to show 

Are For Girls

Motorcycles

Spring 2009 Smart Ride 17
them the ropes. Imagine walking into a dealership full 

of strangers and asking for help, starting from square 

one. Would you be comfortable? Would you even know 

what to ask? Considering that most traditional ways 

of finding out about bikes (enthusiast magazines, bike 

rallies, dealerships) aren’t always woman- or newbiefriendly, it’s easy to see why a lot of women never even 

put a foot in the door. 

What Can You Do?

If you’re already a rider, you know the rewards of 

motorcycling and what makes the risk worth it. And 

you know exactly what it took to get you on a bike. Not 

everyone is meant to be a motorcyclist, but I’ll bet there 

are a lot of women who’d like to learn – if they only felt 

comfortable enough to try. 

The number one, and probably most rewarding, thing 

you can do is become a mentor. If you have a friend or coworker who’s interested in learning to ride, chances are 

she’s got a ton of questions to ask, and maybe no one to 

turn to but you. 

For starters, encourage your friend to take MSF’s 

Basic RiderCourse. It’s not only the best way to learn how 

to ride, it’s also a safe way to see whether she’ll actually 

enjoy being on a bike. As a coach, I’ve had people drop out 

simply because they didn’t feel like motorcycling was for 

them. I think it’s a smart decision, and it’s one that people 

have to make for themselves. 

Once your friend passes the class, it’s time to think 

about motorcycles and gear. In the informal survey, I 

asked women what they need help with when it comes to 

buying a bike. Here are some of the questions they posed 

– questions they might not be confident asking a male 

staffer at a dealership:

Does the bike fit me?

Can I handle it?

Can I pick it up if it falls over?

What features does it have?

How will those features affect my riding?

Too often, new female riders are led to buy a larger, 

more powerful bike than they can handle because the 

salesperson assures them they’ll quickly grow out of 

a “beginner bike.” That’s an irresponsible excuse for 

an upsell. Go shopping with your friend, help her find 

a bike that she’s truly comfortable on, and be there 

when she asks all the questions she thinks are stupid. 

They’re not. Same thing goes for gear. Help your friend 

buy comfortable, protective, properly fitting motorcycle 

apparel, and make sure she understands the importance 

of wearing it.

There are plenty of other ways you can share your 

experiences and offer support, particularly on the web. A 

number of women riders have already created websites 

(see sidebar) where you can post stories, join forum 

discussions, ask questions, and research or review bikes, 

gear, accessories, and services from a woman’s point 

of view. This is a great way for you to contribute to the 

female motorcycling community and expand your own 

network. These websites are also terrific resources for new 

riders, offering both inspiration and information. 

Note: Jessica Prokup is Director of Emerging Market 

Communications for Discover Today’s Motorcycling, the 

communications bureau of the not-for-profit Motorcycle 

Industry Council. Before joining DTM, Jessica was Editor 

of RoadBike, a national motorcycle enthusiast magazine. 

Jessica started riding in 2001 while living in New York 

City; since then, motorcycles have been her primary form 

of transportation and a defining part of her life. She still 

commutes on two wheels and changes her own oil.

Websites For Women Riders

● HelmetHairMagazine.com

● Her-Motorcycle.com

● LadyBiker.com

● Motoress.com

● RideMyOwn.com

● VTwinMama.com

● WomenMotorcyclist.com

● WomenRidersNow.com

Whether you’re a potential rider, a new rider, 

or a longtime motorcyclist, we can all benefit from 

having a good network. Fellow women riders can 

be your best resource for information, camaraderie, 

support, or simply someone to ride with on a 

Sunday morning. You may meet other women 

riders on the road or at your local dealer, but you’ll 

definitely find them through women motorcyclists 

clubs and at special events, like the National 

Women in Motorcycling Conference, which will 

take place August 19-22 in Colorado (for more 

information, go to www.womenandmotorcycling.

com). For a great listing of women’s clubs around 

the country, click on the “Women Motorcycle 

Clubs” link at www.womenridersnow.com.

Now get out there and ride – and take a friend 

with you.

18 Smart Ride Spring 2009
In 1916, Adeline and Augusta 

Van Buren set out to prove to the 

military that women were fit to 

serve as motorcycle dispatch riders. They left Brooklyn on July 4, 

headed cross-country on Indian 

motorcycles. This was no easy trip 

– they faced mountains and deserts, fatigue, bad roads, and heavy 

rains – but they arrived in Los Angeles on September 8, proving that women were capable of far more than 

society allowed at the time. Along the way, they became the first women to 

ride motorized vehicles to Pikes Peak. Unfortunately, even after their feat, the 

Army rejected Adeline’s application as a dispatch rider.

Bessie B. Stringfield rode her first 

bike, a 1928 Indian Scout, at age 

16. When she turned 19, Bessie started riding around the 48 

states, competing in hill climbs 

and performing in stunt shows. 

Through the 1930s and ’40s, she 

did eight solo trips around the US. 

She even rode through the deep 

South, despite the racial prejudice 

of the time. During World War II, Bessie achieved the Van Buren sisters’ 

dream: she worked for the army as a civilian motorcycle dispatch rider. After 

the war, she settled in Florida, became a registered nurse, founded a motorcycle club, and started racing flat track – and winning. 

Dot Robinson was practically born on a motorcycle. In 1912, when 

Dot’s mother went into 

labor, her father put her 

in a sidecar and rushed 

them to the hospital. 

Dot met her husband, 

Earl, in high school; the 

pair opened and ran a 

Harley-Davidson dealership from 1935-1971. In the 1930s, they both participated in endurance 

runs and races, completing a record transcontinental run in 1935. In 1940, 

Dot won the Jack Pine sidecar class, becoming the first woman to win an 

AMA national competition. The following year, she became the first president 

of the Motor Maids, North America’s first national organization for women 

motorcyclists. Dot kept riding until 1998, when, at age 85, it became too hard 

to mount her sidecar rig. She passed away in 1999.

Linda “Jo” Giovannoni grew up in Chicago in the ’50s and ’60s, working in 

drag racing crews. She started racing cars as soon as she got her driver’s 

license. But once she learned how to ride, 

she fell in love with motorcycles. In 1983 

she formed the second chapter of Women 

in the Wind and started a newsletter for 

women riders. Seeing the need for a national women’s magazine, Linda convinced 

The Motor Company to help launch Harley 

Women, the first national motorcycling publication for female riders. She served as 

editor and publisher until late 1997. Linda 

was also featured in the 1995 movie “She 

Lives to Ride.” She’s now a guest host on 

Open Road Radio and contributes to the 

motorcycle section of the Daily Herald in Illinois.

A 20-year veteran of 

television and print 

media, Genevieve 

Schmitt was a pioneer for female motojournalists. She 

was the first woman 

on television to report from the seat 

of a motorcycle. 

Genevieve was also 

a host on Speedvision’s “Bike Week” from 1997-2003. In 2000, Genevieve founded Woman 

Rider, the first all-brands national bike magazine for women. When the magazine stopped being published, Genevieve continued her work by launching 

WomenRidersNow.com, a website devoted to helping women share the 

experience of motorcycling. She still tours the country to speak at dealer 

events, ladies’ nights, and motorcycle rallies.

One of the fastest women in North America, 

Markbilt Racing rider Melissa Paris just set 

a new record at the 2009 Daytona 200: By 

placing 21st, Melissa became the top-finishing female in Daytona 200 history. She 

also raised awareness, as well as $5,000 in 

donations, for the Dr. Susan Love Research 

Foundation, which works to eradicate breast 

cancer. Melissa grew up in Northern California and learned to ride when she was 21. A 

year later, she entered her first race at the 

Streets of Willow, and soon after that was 

tearing up tracks at club races all over the 

country. She won her first national championship in October 2008, during the CCS Race of Champions at Daytona. 

Now, just a few years after honing her skills at the club level, Melissa is an 

AMA professional motorcycle racer. For photos, videos, and more stories, go 

to www.melissaparis.com.

Women On Wheels

“According to the 2008 Motorcycle Industry Council Owner’s Survey, 29% more women are riding today, compared with the last 

survey in 2003. We now make up almost 12% of all riders. Yet it’s still a surprise to people every time I roll up – even though 

women on bikes is nothing new,” said Jessica Prokup. “In the US, we’ve been riding for almost as long as motorcycles have been 

around! There are many great stories about bold, adventurous women who, through traveling, racing and reporting, paved (and 

keep paving) the way for the rest of us.” Here are a few of those stories:

Spring 2009 Smart Ride 19
LTJG Patrick Fisher

ike most inexperienced riders, I really wasn’t 

very concerned about proper safety equipment, 

after all, it just didn’t look cool. It was my preNavy years, so my focus on safety and wearing 

PPE had not yet been sparked. Additionally, my 

home state of Indiana did not have laws regarding personal protective equipment. I purchased my first bike, a “right 

out-of-the-box” 2004 Kawasaki Ninja 250R. Not a fast bike 

by any means, but it fit me—both in price and size. I took 

the courses at the DMV to get the learner’s permit and my 

maiden voyage was a trek around my neighborhood. I wore 

an old helmet I borrowed from a friend and put on a jacket, 

jeans, tennis shoes and set off to see what this whole 

thing was all about. The streets were wet from the previous 

night’s rain, but that didn’t factor into my equation. “Experience is the best teacher” came to mind!

Fortunately, the ride went fine—although I did figure 

out the hard way that you can’t go from 4th gear to 1st 

gear. I really grew to love the bike; nimble, comfortable 

and could stop on a dime. 

Over time, I became more adventurous (some say 

stupid) and began to ride without a helmet. My reasoning 

was that I thought I had better visibility, not realizing that 

any crash was likely to result in massive head trauma. My 

track record with my car was flawless, I had never been in 

a car accident and I assumed that would translate into the 

same record with my new bike. 

The summer came and my buddies and I would ride 

about town almost every day. Our typical riding gear included 

jeans (and sometimes cargo shorts!), a t-shirt and ball cap—

backwards, of course. To keep the wind out of our eyes, we 

wore sunglasses! We were on top of the world, cruising over 

country roads, free and easy, without a care in the world. 

Time passed without incident, although I did get a verbal 

warning for doing 33 in a 25 mph zone. I did have some close 

calls along the way. Once, I was approaching a busy intersection. The light turned yellow and I came to an abrupt stop. 

The car behind me did not notice how close he was and nearly 

rear-ended me. He, being unable to stop in the same distance 

that my bike could, swerved around me and went through 

the red light. I would’ve been severely injured or killed and 

I wasn’t wearing any protective equipment at all. Being 21 

at the time, I wasn’t fazed by the event and kept on with my 

dangerous practices without wearing gear. 

When I graduated from college and received my commission as a naval officer, I began to learn of the new 

regulations for active duty motorcycle riders. Initially, I 

was overwhelmed with all the rules, classes and expenses 

that I’d have to deal with. I didn’t understand it all because 

I wasn’t educated at the time. I didn’t know the statistics at 

the time, a real eye-opener! 

I bit the bullet and purchased a mesh-riding jacket, full 

fingered gloves, a new helmet and found my old steel-toed 

boots. I felt like I was part of a bomb squad just walking 

out to my bike with all the gear on. I felt a bit constrained 

when I rode, and was a little uncomfortable with my narrowed field of view from my helmet. I had to remember 

that the Navy is nothing without its people, and life is 

short, especially for those not wearing PPE. 

Pensacola in the fall is awesome. It cools off a bit and 

the daily thunderstorms had just about gone away. I lived 

in the north part of the city along with some fellow riders, and Scenic Highway was a favorite road to ride along 

the bay. One gorgeous Saturday, we decided to ride to the 

beach. For those of you who know Pensacola and Scenic 

Highway, it’s a very windy road that can get quite narrow 

in some places. One of my buddies got a bit too ambitious 

in a turn and laid his bike down. He and the bike slid into 

a guardrail before coming to a dead stop in the middle of 

the road. Luckily, no cars were coming. After the rest of us 

stopped, we were able to quickly and easily get him and 

the bike out of the road with no problems. Fortunately, he 

was okay and not a single scratch on him. His gear was a 

bit torn, a seemingly small price to pay. It was right then 

and there that we realized just how important PPE is, and 

why the Navy has made it mandatory. He was shaken, but 

that was the extent of it. Without it, who knows what the 

outcome might have been. 

I’m sure everyone has read stories and attended safety 

stand downs and heard the importance of PPE. But seeing 

it save a buddy, first hand, is something completely different, especially when the victim was able to stand up on his 

own and walk away. This stuff works, and while wearing 

all the gear can be uncomfortable, hot and expensive, the 

price of it definitely outweighs the consequences of serious injuries or death. Now, a little older and wiser, I don’t 

even think twice about my gear, and not just because it’s 

mandatory. Anything that can keep me safer is worth utilizing. I guess I had to see it firsthand, at the expense of 

my buddy and his bike, to get the message. You don’t have 

to learn from your mistakes. It is okay to learn from the 

mistakes of others! 

 LTJG Fisher is a member of the “Knight Riders” of VP-46. 

Live It, Learn It, Wear It!

20 Smart Ride Spring 2009
The following is the minimum gear required 

every time you ride – whether on or off 

base, and regardless of state and local laws:

Helmet: 

• Approved by DOT or the Snell 

• Memorial Foundation

• Long Pants

• Long-Sleeved Shirt

• Full Fingered Gloves

• Eye Protection (wrap-around style 

glasses or helmet face shield)

• Over-the-Ankle Footwear

• Reflective Vest (when riding after 

sundown)

These are just the minimum standards. 

Leather or textile riding jackets and pants 

provide much more protection than mere 

jeans and long-sleeved shirts. Full face 

helmets provide more protection than half 

helmets. 

There have been numerous advances 

in riding gear to improve comfort, fit, and 

appearance. Check it out and make your 

own fashion statement. Remember, “All the 

gear, all the time.”

Personal

Protective 

Equipment

Requirement

Spring 2009 Smart Ride 21
The Rossis and Mladins of our sport set track records, yet 

collect championships by finishing races. Lesser riders try 

to match the champion’s pace, but crash trying. Amateur 

racers at the same track crash while pushing to get within 

six seconds of the champion’s lap. How can this be? 

There is one aspect of the champions’ riding that will 

help every street and track rider in the world: The champions realize that every corner has a slow point.

It doesn’t matter how long they dirttracked or who 

their daddy is, the fast guys know that each corner has a 

point where the bike must be going a certain speed to be 

able to match the turn’s radius. Arrive at this particular 

point with too much speed and the racer runs wide or 

crashes, while the street rider might cross the center line 

and head-on a truck. The best riders have the ability to arrive at a corner’s slowest point closer to the precise speed 

the chassis can handle, lap after lap, or corner after corner 

on the way to breakfast. 

And this ability is called “trail braking.” You need to 

learn it ... on the track to win, on the street to survive.

The term refers to the practice of trailing some front 

brake pressure into the corner, or you can think of trailing 

off the brakes as you apply lean angle. Understand that 

the majority of your braking should be done before you tip 

your bike into the corner and you want to give away brake 

pressure as you add lean angle because your front tire can 

only handle so much combined braking and lean angle. I 

explain it with a 100-point chart in my book Sport Riding 

Techniques, writing about a front tire that has 100 total 

points of traction divisible between braking and cornering. 

As we add lean-angle points, we give away braking points. 

We want to trail brake to control our speed closer to 

the slowest point of the corner. The closer we get to that 

point, the better we can judge whether we’re going too fast 

or too slow. If your style is to let go of the brakes before 

turning into the corner, understand that you’re giving up 

on your best speed control (the front brake) and hoping 

that your pre-turn-in braking was sufficient to get your 

speed correct at the slowest point in the corner. If you get 

in too slow, this is no big deal. The problem comes when 

the rider’s upright braking doesn’t shed the required speed 

and suddenly the rider is relying on additional lean angle 

to make it through the surprisingly tight turn or to get under the gravel patch. 

I hope we all realize that lean angle is not infinite. 

When it runs out, you and the bike crash. If you’re throwing your bike into a corner without the brakes on and the 

corner tightens unexpectedly (or there’s gravel, a car in 

your lane, water across the road) all you have left is lean 

angle. It’s gonna get tough.

You need to make a habit of turning into corners with 

just a little brake pressure because the unexpected is much 

easier to deal with if your brake pads are already squeezing your discs. You will be in control of your speed and as 

your speed drops, your bike will be able to carve a tighter 

radius at the same lean angle. 

If you’re sitting there thinking, “This guy doesn’t know 

what he’s talking about, my bike stands up when I stab 

Trail Braking:

On the track to win, on the street to survive

This is the most important riding-technique column you will ever read

How can the fastest roadracers win races? Shouldn’t they crash more frequently?

By Nick Ienatsch

22 Smart Ride Spring 2009
the brakes mid-corner,” I’d have to say you’re right. Abrupt

braking midcorner will collapse the fork and make the bike 

stand up. Remember, trail braking is a light touch on the 

brakes, not a grab. Think of trail braking as fine-tuning 

your entrance speed. The big chunks of speed are knocked 

off while straight-line braking.

Makes sense, doesn’t it? If someone describes a riding 

technique that doesn’t make sense, ask questions. If it still 

doesn’t make sense, quit listening to them. In this case, 

I’m telling you it’s easier to judge your speed the closer 

you get to the slowest point in the corner. Your best speedsetting device is your front brake, so use it as you turn into 

the corner. All corners? No, don’t make this math. Corners 

differ and your techniques must differ to deal with them. 

But the majority of corners have their slowest point somewhere after the turn-in. Find that point and trail the brakes 

closer to it. 

The second reason you need to trail brake is because 

you can actually improve your bike’s steering geometry, 

helping the bike to turn better. A slightly collapsed front 

fork tightens the bike’s rake and trail numbers and allows it to turn in less time and distance. Tighter steering 

geometry is one reason a sport bike turns better than a 

cruiser. Rather than let go of the front brake before the 

turn-in, keep a bit of pressure on and you’ll immediately 

feel the difference. 

Let’s again study the rider who gets all his/her braking done before the turn-in. As the front brake is released, 

the fork springs rebound, putting the bike in the worst geometry to steer. As this rider works within this technique, 

he/she will attempt to turn the bike quicker and quicker, 

trying to make up for the extended steering geometry with 

more and more aggressive steering inputs. The faster they 

ride, the wider the bike wants to run through the corners, 

so the harder they’ll try to steer. This rider will be forced 

to use more and more lean angle in an effort to “scrub off” 

speed with the front tire. Aggressive steering inputs and 

lots of lean angle...a recipe for disaster. Anyone who does 

this sport well realizes that aggression with the brakes, 

throttle and lean angle can get painful. Fast guys load the 

tires smoothly, whether accelerating, braking or turning. 

Forget the “flick.”

Here’s a real-world example. MotoGP (or World Superbike or 250GP or AMA Superbike, pick your favorite). All 

those guys trail brake and do you know why? Because it’s 

faster and safer. They’re champions because they carry as 

much speed as possible to the slowest point in the corner 

(and as much speed as possible from the slowest point, 

but that’s another subject). It’s not just about speed, it’s 

about finishing tire tests, practice, qualifying and the 

race. Crashing is disastrous for street riders and equally 

problematic for racers who want a contract next year. Trail 

braking is about safety on the street and consistency on 

the track. It makes sense. You need to do it. 

Nick Ienatsch is the author of Sport Riding Techniques

and led the Freddie Spencer High Performance Riding School 

from 1997 to 2008. He now leads the Yamaha school at 

Miller Motorsports Park and is proud of your efforts for our 

great country. 

The champions realize that every corner has a slow point.

Spring 2009 Smart Ride 23
NEX Stocks Motorcycle Gear to Promote Safety

At the request of several Navy commands and to help support 

the Navy’s initiative to reduce the number of motorcycle-related 

injuries and fatalities, 18 Navy Exchanges worldwide have begun 

selling motorcycle safety equipment in their stores.

“We are always looking to support the Navy’s initiatives, 

especially when it comes to safety,” said Channing Williams, 

Navy Exchange Service Command (NEXCOM) automotive buyer. 

“Placing motorcycle safety equipment in our NEXs was a natural 

fit. I hope Sailors and their families take advantage of the savings 

they’ll find on this merchandise and purchase it from the NEX.”

Customers can find basic motorcycle safety equipment that 

meets the Navy’s on-base safety requirements, such as helmets, 

gloves, reflective vests and face shields. NEXs will soon also 

stock motorcycle jackets, locks and other accessories. 

NEXs carrying the motorcycle safety equipment include Naval 

Station Norfolk, Naval Air Station Oceana and Naval Amphibious 

Base Little Creek, Va.; Naval Air Station Pensacola and Aviation 

Plaza, Naval Air Station Jacksonville, Naval Station Mayport and 

Naval Air Station Key West, Fla.; Corpus Christi, Texas; Naval Station San Diego, Naval Air Station Imperial Beach, 

Naval Air Station North Island and Naval Construction Battalion Port Hueneme, Calif.; Naval Station Pearl Harbor, 

Hawaii; Naval Station Guam; U.S. Naval Support Activity Naples, Italy; U.S. Naval Air Station Sigonella, Italy and Fleet 

Activities Yokosuka, Japan.

According to the Naval Safety Center, 58 military members were killed on motorcycles in FY08, up 53 percent from 

the previous year. Of those 58 killed, 88 percent were killed while riding a sport bike.

Get trained and licensed 

Wear protective gear – all the gear, all the time – including a helmet 

manufactured to the standards set by the DOT

Ride unimpaired by alcohol and drugs

Ride within your own skill limits

Be a lifelong learner by taking refresher rider courses

Motorcycle Safety Foundation’s 

 Key Messages

24 Smart Ride Spring 2009
By April Phillips

he sun was shining and the sky was the kind 

of crystal blue you only see out in Southern 

California. It was the kind of beautiful spring 

day that motorcycle riders live for. Some riders wake up on a day like that and push 

themselves beyond their skill levels in order to squeeze the 

most out of such a wonderful day, but STGSN Cody Cox 

wasn’t a novice. He’d been riding motorcycles for six years 

and was confident in his skills, in his bike, and in his 

personal protective equipment. He got together with fellow 

riders to take advantage of the day and enjoy some canyon 

riding. By the end of the day, he learned the hard way that 

even the most conscientious riders can find themselves in 

trouble. The fact that he’s still around to tell his story today is a testament to his gear.

“I’d like to think I have a pretty good understanding 

of motorcycles—the mechanics of them and how to ride 

responsibly,” Cox said.

He was doing all the right things. He’d gone out riding with several buddies and they were obeying the speed 

limit. After several hours of riding, the day started to heat 

up and the group decided to turn back. That’s when things 

started to go wrong.

“We were taking a new stretch of road that I’d never 

taken before,” Cox said. “My buddy was in front of me, 

leading the way, and we came up to a pretty steep curve.”

Since Cox had been riding for several years, he knew 

to take the “outside-inside-outside” track riders use to 

straighten out the path the bike travels, which diminishes 

the steepness of the curve. However, he didn’t expect to 

find a large piece of debris in the middle of the curve. 

Rather than following his training for riding through 

curves, Cox focused on riding around the junk in the road.

 “My buddy went on the left side to miss it so I went to 

the right said. It turns out the right side wasn’t to my advantage,” Cox said.

That’s a huge understatement.

The right side was the closest to the road’s shoulder 

and as often is the case, there was gravel and Cox found 

himself riding through it. 

“I proceeded to lose control of my bike and I slid down 

an embankment about 30 feet and crashed into a guard 

rail,” Cox remembered.

To make matters worse, the bike flipped up into the air 

and as Murphy’s Law would have it, landed right on top 

of him. This only compounded the injuries that occurred 

when Cox slid down the embankment and jammed his leg 

into the guardrail, snapping the bones and tendons of his 

ankle like popsicle sticks.

“I blacked out,” he said. “I was unconscious for a 

while. I was rushed by ambulance to the nearest civilian 

hospital which was about half an hour away.”

When Cox woke up, he was in a hospital bed and they 

were cutting his boots off. 

“It was pretty gruesome,” he said. “My ankle was 

broken in about four different spots and all my toes were 

dislocated. I had a severe amount of road rash up my back, 

on my calves and on my knees. It’s a very painful feeling 

when you know you have gravel embedded in your skin.”

Although the boots he was wearing during the crash 

became garbage, Cox knows he owes them a debt of gratitude.

“I know that if I hadn’t been wearing those boots, I 

wouldn’t have a foot right now,” he said.

Even with the boots, Cox’s recovery has been long and 

painful. He had two surgeries to fix his left leg. He’ll set 

off alarms at the airport for the rest of his life because he 

had a steel plate implanted. His ankle was put back together with five screws where the tendons and cartilage once 

were. He had five months of physical therapy and rehabilitation where he learned to walk again.

Although Cox is still an avid motorcycle rider, he’s a 

lot more aware of the dangers that can spring up unexpectedly, even when you’re obeying the speed limits and wearing the proper gear.

“This accident made me open my eyes and realize that 

no matter how long you’ve been riding, in a matter of minutes something small can catch you off guard.” 

STGSN CODY COX IS ASSIGNED TO PCU STOCKDALE. 

By the end of the day, Cox learned the hard way that even the 

most conscientious riders can find themselves in trouble. 

The Right Equipment Can Save Your Life

When Disaster Strikes...

Spring 2009 Smart Ride 25
ven the most careful and conscientious rider 

can’t ride safely if his or her machine is one 

bump away from falling apart. Care and 

maintenance of your motorcycle require frequent attention. Attending to every aspect 

of your motorcycle’s well-being and making sure that all 

its components and systems are maintained in working 

order will go a long way toward allowing you to ride 

confidently. The reliability of modern-day machines has 

made getting stranded on the roadside an increasingly 

rare event, but any motorcycle can develop problems. 

Usually, you can discover a problem developing and 

have plenty of time to fix it before it leads to a crisis on 

the highway.

Lots of bikers come to love their motorcycles in a way 

that few four-wheeled drivers ever experience. They lavish 

them with care and attention. Even if your feelings about 

your bike don’t run that deep, regular maintenance and 

preventive care are crucial. To help you through a quick 

and easy pre-ride inspection of critical components and 

systems, the Motorcycle Safety Foundation recommends 

using the acronym T-CLOCS, which refers to Tires and 

Wheels, Controls, Lights and Electrics, Oil and Other Fluids, Chassis and Chain, and Stands.

Tires and Wheels

T stands for tires and wheels, perhaps the most important components of a motorcycle with regard to safe riding. 

The small contact patches provided by the front and rear tires 

are the motorcycle’s only source of traction. Even the slightest compromise of quality or condition of your tires can be 

enough to overwhelm this contact patch and bring a good 

ride to a bad end.

Check the air pressure in your tires regularly, and 

adjust it according to the manufacturer’s recommendations. Maintaining proper air pressure is important for tire 

life and tire performance. Incorrect pressure can lead to 

uneven tire wear. Low pressure can cause excessive heat 

buildup or instability – especially at high speeds or when 

carrying heavy loads – and can affect available traction. If, 

under normal loads and operation, a tire needs air added 

every time you ride, you should assume there is a small 

puncture, slow leak, or other problem that can cause a failure. Take care of this ASAP.

Regularly inspect the tire tread depth to ensure that 

adequate tread remains. Most modern tires have small 

wear bars molded into the tread grooves. When these 

wear bars are exposed, the tread is worn out and the tire 

should be replaced. Although it may look like enough 

tread remains, it won’t be enough to maintain traction in 

wet conditions, and worn tires are thinner and easier to 

puncture.

Flat tires happen to everyone. There’s no sure way to 

predict when you might run over a nail, but you may be 

able to spot other signs of impending tire failure or blowout. Before each ride, take a moment and glance over the 

tires’ tread for any evidence of wear, cuts, embedded objects, bulges, or weathering.

While inspecting the tires, put the motorcycle on its 

center stand or otherwise raise the wheels securely using 

a shop stand or jack so that they can spin freely. Check 

the wheels as well. Most modern motorcycles are equipped 

with cast-spoke wheels. Make sure that these wheels 

are free of cracks or dents, especially at points where the 

spokes join the rim and along the bead (outer edge) portion 

of the rim. If your bike uses spoked wheels, periodically 

T-CLOCS

T-CLOCS refers to Tires and Wheels, Controls, Lights and Elec

26 Smart Ride Spring 2009
check to make sure the spokes remain tight. Regardless of 

the type of wheel, make sure the rim is straight and round.

While the wheels are up and off the ground, check the 

wheel bearings for wear by grasping the tire at the top and 

bottom, then pushing and pulling on it. There should be no 

free play or audible noise from the hub or axle. Inspect the 

bearing seals for cracks or discoloration.

Inspect the brakes as well. Make sure that the calipers are mounted securely to the forks in the front and the 

swingarm in the rear. Spin the wheels to confirm that the 

rotors pass freely through the calipers without dragging, 

which might indicate a worn or stuck piston, a warped rotor, or other problems with the braking system. Check the 

brake pads or brake shoes for wear.

Controls

C stands for controls: the levers, the throttle, and all the 

cables and hoses associated with the motorcycle controls. 

You use these to communicate with your motorcycle, and it 

is important to maintain these systems in order to ensure 

that your bike responds quickly and correctly to your inputs.

Start your inspection with the levers. Make sure they 

are tight in the mounts but still pivot freely, and make sure 

the levers are not cracked or bent. A bent lever might restrict the available travel of that lever, possibly preventing 

complete engagement of the clutch or brakes. Also inspect 

the cable ends, looking for signs of fraying. Look carefully 

at cable routing and make sure there are no kinks. Control 

cables usually fray before breaking completely, and catching a frayed cable ahead of time can keep you from being 

stranded on the side of the road. A rough or gritty feel at 

the lever can be a warning sign that the cable it is attached 

to is beginning to fray. Also look at the cable ends, which 

occasionally come off unexpectedly. If you are touring long 

distances, it might be a good idea to carry spare cables in 

case one breaks. Spare cables are cheap compared to the 

expense of being stranded.

Pay special attention to the throttle cable routing, to 

make sure that it doesn’t pull when the handlebars are 

turned. The throttle should rotate freely on the handlebars 

trics, Oil and Other Fluids, Chassis and Chain, and Stands

Controls includes all levers, cables, hoses and the throttle. It’s 

important to maintain these systems to ensure your bike does 

what you want it to do.

Spring 2009 Smart Ride 27
and snap closed when it is released. Most modern motorcycles are equipped with two throttle cables – a second cable 

pulls the throttle closed, and both of these cables need to 

be working. If you notice the throttle sticking open, try to 

close it manually. If closing the throttle manually works, you 

will need to service that second cable so that the throttle 

automatically snaps closed when the grip is released. It the 

throttle should stick while you’re riding, you’ll have to use 

the clutch and brakes to control your speed as you safely 

maneuver out of traffic to where you can stop and shut 

down the engine using the engine cut-off switch.

Most disc brakes are hydraulically actuated and use 

hoses instead of cables. Make sure to inspect these regularly for cracks, cuts, leaks, bulges, chafing, or other deterioration. When you are checking out the brake levers and 

hoses, it’s also a good time to check the function of the 

brake light switches. Make sure the brake light illuminates 

when the front brake lever is squeezed in, or the rear brake 

pedal is pressed down.

Lights and Electrics

L is for lights and electrics. Electrical components 

are relatively sensitive to vibration and weather, which 

makes it important to inspect these systems regularly. 

Electrical failures can be particularly difficult to diagnose 

or deal with along the side of the road, so this maintenance is essential.

Your headlight should work properly and be aimed correctly on both-low and high-beam settings. The same applies 

to your brake and taillight. Make sure the brake light illuminates with both the front brake lever and rear brake pedal. 

Regularly check the function of your other electrical switchKeep the chain at the proper tension and alignment (refer to your 

owner’s manual) and lubricate it often. Photo courtesy of the Motorcycle Safety Foundation.

Controls should be smooth and cables should not be kinked 

or frayed.

The oil in most street bikes lubricates the engine as well as the 

transmission, so it’s doubly important to make sure the oil level 

is correct.

Your headlight should work properly and be aimed correctly on bothhigh and low-beam settings.

28 Smart Ride Spring 2009
es, including turn signals, horn, and engine cut-off switch, 

to make sure that these are working the way they should. 

Inspect all electrical wiring for cracks, fraying, mounting, 

and chafing of the insulation. Look out for disconnected or 

broken wires and repair them when necessary.

Your bike will not run without electrical current, so 

keep the battery fully charged and serviced. If you don’t 

ride very often, or if you store your motorcycle during a 

deployment, you may want to invest in a trickle charger to 

keep the battery in fully charged condition.

Many new motorcycles are equipped with sealed, 

maintenance-free batteries. If yours is not, and still uses 

a serviceable battery, make sure to check it frequently 

and keep the electrolyte level topped off. Regardless of 

the battery type, keep the terminals clean and tight and 

make sure the battery leads and grounds also remain 

clean and tight.

Oils and Other Fluids

O refers to oil and other fluids. Always keep the engine 

oil filled to the proper level and change it at regular intervals, according to the manufacturer’s recommendations 

as detailed in your motorcycle owner’s manual. Changing 

the engine oil is probably the most important service that 

you can perform on your motorcycle for engine longevity. 

After a few thousand miles of use, the molecules in motor 

oil break down and the oil loses its ability to properly lubricate the engine parts. This is important because in a motorcycle engine, the engine oil also lubricates the transmission and clutch. The added stress of lashing gears and the 

additional heat caused by the clutch puts additional strain 

on the oil molecules, making regular oil changes that much 

more critical.

Engine failure occurs in times of especially high 

stress – over-revving, overloading, or when vital lubricants run too low or are too old and worn out to do the 

job. Fortunately, engine failure almost never occurs unannounced. Usually, there are symptoms, such as poor 

starting, sluggish throttle response, and unusual noises. 

In addition to engine oil levels, also check all engine 

surfaces and gaskets to catch any oil leaks. Don’t forget 

to check the levels of brake fluid and any other hydraulic 

fluids as well.

If your motorcycle is liquid cooled, inspect the coolant 

level at the reservoir or recovery tank. Be sure to check 

the radiator and hoses for cracks or other signs of leaks or 

potential failures. Don’t neglect your fuel system. Replace 

your fuel filter regularly before it becomes clogged with 

dirt. If your bike has a fuel valve (petcock), it should turn 

from on to reserve to off/prime smoothly. A leaky petcock 

will allow fuel to flow into the carburetors and possibly 

overfill or flood them. If the O-rings inside the petcock are 

particularly degraded, some bikes may even leak if it is left 

in the off position.

Chassis and Chain

The second C in T-CLOCS refers to chassis and chain. 

Inspect the frame to look for cracks or other signs of 

trouble. Raise the front wheel off the ground and move the 

handlebar from side to side, checking to make sure that 

the forks move freely and easily, without any evidence of 

side play or any knocking noises. Raise the rear wheel and 

inspect for signs of play in the swingarm by pushing and 

pulling on the rear wheel. Once both ends are back on the 

ground, check the suspension for smooth movement. Pay 

special attention to fork and shock seals to make sure that 

no hydraulic fluid is leaking out.

The vast majority of motorcycles use chain drive, and 

motorcycle drive chains require frequent attention in order 

to provide long life and optimum service. Keep the chain 

at proper tension and alignment, and refer to your owner’s 

manual for instructions on how to adjust this system and 

how often to perform the inspection. Depending on riding 

conditions, you may need to lubricate the drive chain often, as well. Lubricating the chain is best done at the end 

of a ride while the chain is still hot. The heat will help the 

lube penetrate the links better. When applying the lube, 

direct the stream between the plates and rollers, not down 

the center or against the sideplates.

A badly worn chain is much more likely to break or 

derail than one that is maintained, and a broken chain 

can do serious damage to the engine cases or swingarm, 

not to mention potentially locking the rear wheel and possibly causing a crash. Proper chain maintenance is vital. 

You’ll want to inspect the sprockets for wear, as well. Look 

for hooked or broken teeth, and make sure that the rear 

sprocket remains securely attached to the rear hub.

Replace your chain when you can pull it away from 

the rear sprocket and expose more than half a tooth; if it is 

rusted, pitted or cracked; if it has numerous kinked “tight 

spots”; or if the rear axle adjusters have reached their farthest limits. If you are unsure of your chain’s condition, see 

your dealer’s service technicians for advice.

Motorcycles that use belt or shaft final drives are usually lower-maintenance than chain-drive units, but these 

are by no means maintenance-free. Just as you would 

with a chain, regularly inspect the belt to look for cracking, fraying, missing teeth, or other evidence of impending 

doom. On shaft-drive bikes, watch for leaks at all seals or 

contact points, and make sure the fluid levels remain at 

factory specifications.

Stands

S is for stands, including the side stand and the center stand. (Not all motorcycles are equipped with center 

stands.) Make sure the side and center stands both retract 

fully out of the way when riding. Hanging stands can easily catch the pavement when leaning into a corner and 

cause you to wipe out. To prevent this situation, many 

modern motorcycles are equipped with an engine cut-off 

that prevents the engine from running if the stand is down 

while the transmission is in gear. 

Spring 2009 Smart Ride 29
By April Phillips

t the Marine Corps School of Infantry East, 

lives depend on good training. Here at Camp 

Geiger in North Carolina, the motto is “Every 

Marine is, first and foremost, a rifleman.” 

Four battalions fall under the School of Infantry East (SOI-East) and together they train and support 

Marines at entry and advanced levels as they hone their 

warrior skills. 

The dedicated staff of professionals who train these 

Marines practice what they preach. When it comes to managing the risk of motorcycle riding, SOI-East Marines takes 

care of their own. The school has a robust motorcycle club, 

headed up by 1st Sgt. Jason Joiner.

“I know the value of riding together and the camaraderie it builds when you have a large enough group,” he said.

Joiner is the overall club president, but each of the 

school’s four battalions also has its own president. Everyone is plugged in to an intranet site, where important 

information such as updates on motorcycle policy and 

upcoming community rides is posted. Each of the battalion 

chapters of the club have their own meetings and schedule 

their own group rides, but they can also participate with 

the other chapters. They share safety presentations and 

other information to help riders manage risk.

Joiner has 20 years of riding experience and he believes in the power of positive mentorship.

“I’m a firm believer in this riding club and what it can 

do for the young Marines,” he said. 

Joiner regularly schedules training rides and the whole 

Motorcycle Mentorship Clubs

Train to Ride 

Like You Train 

to Fight

group – which includes new riders and experienced ones – 

perform inspections on their bikes and learn about proper 

personal protective equipment and other important topics 

for riders. Joiner said he’s seen some of the older cruiser 

riders change their mindsets about things like helmets, 

and this helps the junior folks.

“If the young Marines see the older riders changing, 

they’re more willing to be open-minded themselves as they 

learn,” he said.

One thing this club does for young riders is give them 

an opportunity to be leaders. Joiner has empowered his junior noncommissioned officers because he knows the focus 

30 Smart Ride Spring 2009
•	 Plan an organizational meeting with other interested people and hold the meeting in a 

convenient place.

•	 Prepare the agenda and create a survey or interest sheet to learn the needs of the unit you plan 

to serve. Include plans for training schedules and link up with other clubs for meeting and ride 

requirements.

•	 Promote your meeting by notifying commanders and potential riders via chains of command.

•	 Recruit volunteers for the organizational committee to make initial recommendations.

•	 Hold the organizational meeting. Include Tactical Safety Specialists and Motorcycle Safety 

Foundation coordinators for course information and schedules.

•	 Survey attendees for their interests and thoughts on the way ahead for the club.

•	 Chose interim leaders.

•	 Locate a regular group meeting place and determine a regular meeting time.

•	 Organizational committee should recommend name, purpose, structure, activities, and legal 

status of the group if functioning in the community.

•	 Draft club constitution and bylaws.

•	 Hold a meeting to approve organizational committee recommendations, approve constitution 

and bylaws, and elect officers

a. Review all applicable instructions and policies.

b. Determine budget (if available) or fund-raising efforts.

c. Develop rosters and training requirements.

•	 Draft policy notices and unit orders to accommodate directives for the motorcycle club. Include 

an appointment letter for the president and “by direction” authority for presidents to assign 

elected officers and to create ride and meeting plans.

•	 Plan programs for the first three to six months of meetings and activities.

•	 Advertise your meetings.

•	 Recruit members.

•	 Evaluate your progress and make any necessary changes.

•	 Have fun!

So, You’re Thinking of Starting a Motorcycle Club ...

Spring 2009 Smart Ride
is on the 18-30-year-old riders, who are statistically most 

likely to be involved in crashes.

“This is their club and their voice,” he said. “We don’t 

allow rank structure within the club and we’re all on a first 

name basis. This helps the young guys develop professionalism because they have to be able to speak intelligently to 

a wide range of people based on their experience level.” 

When the club goes on group rides, each group of six 

riders is led by the Marine with the most riding experience 

—not the most military rank. 

Because this club is so well organized and has developed such a good system of disseminating information, 

SOI-East has been successful in getting its riders to the 

appropriate training. Almost 100 percent of its sportbike 

riders have attended the Military Sportbike Rider Course 

and eleven SOI-East Marines attended a recent track day at 

Marine Corps Air Station Cherry Point. In the past, many 

Marines had complained that they were not given the opportunity to attend motorcycle training because of operational commitments, but the motorcycle club has a lot of 

visibility and support from leadership, which Joiner said 

has made a lot of difference.

“We got the school commander’s buy in and the leaders see this as something important,” he said.

The top brass at SOI-East give Joiner lots of credit for 

organizing the club, keeping it current, and keeping Marines interested in improving their skills.

“The CO has created an environment for 1st Sgt. Joiner 

to succeed, but if it wasn’t for the proactive role he’s taken, 

it wouldn’t be what it is. His dedication is what has made 

this program so successful,” said Lt. Col. John Anderson, 

executive officer of SOI-East.

“The motorcycle club is important to this school because we have a lot of Marines returning from Iraq who are 

still pretty junior, but in this environment, where they’re 

instructing, they’re seen as senior,” he continued. 

Many of SOI-East’s instructors are junior NCOs. 

“They’re given a lot of responsibility for their rank and 

we’re teaching them to be leaders. This club is part of how 

we take care of Marines.”

Cpl. Nicholas Taylor, who just bought a GSXR-600 a 

few months back, is one of the club’s members. He said he 

loves the freedom that comes with riding a motorcycle, but 

he also appreciates the experience of others in the group ... 

especially the cruiser riders.

“The club builds camaraderie and more acceptance 

between the knee draggers and the Harley riders,” he said. 

“That knowledge base also keeps inexperienced riders 

more informed so they’ll think twice before making a decision that could be costly.”

Sgt. Christopher Torres, who has been riding his Yamaha R-6 since 2007, put it bluntly.

“You have some Marines who are hard-headed and 

some that are not. It’s good for the two of them to get together. Plus, you get out of work for a little while to go ride, 

so it’s all good fun.”

Joiner hopes SOI-East’s motorcycle club will be an 

inspiration to other Marine Corps commands, especially 

since a recent ALMAR directs Marines who ride to form 

and participate in mentorship clubs. More information 

about the club can be found at http://www.lejeune.usmc.

mil/soi/motorcycle/. 

32 Smart Ride Spring 2009
Know Your Group Ride Hand Signals 

Stop - arm extended straight 

down, palm facing back.

Slow Down - arm extended straight out, palm facing down.

Speed Up - arm extended straight out, palm facing up.

Follow Me - arm extended 

straight up from shoulder, 

palm forward.

You Lead/Come - arm extended upward 45 degrees, palm forward pointing with index finger, swing in arc from back to front.

Single File - arm and index 

finger extended straight up.

Double File - arm with index 

and middle fingers extended 

straight up.

Hazard in the Roadway - on the left, point with left hand; 

on the right, point with right foot.

Pull Off - arm positioned as for right turn, forearm 

swung toward shoulder.

Highbeam - tap on top of 

helmet with open palm down.

Fuel - arm out to the side 

finger pointing to tank.