Masters Refresher Ride | IAM Roadsmart | Advanced Motorcycle Riding
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- Опубликовано: 28 июл 2024
- A refresher ride for myself on a mix of town, dual carriageway and country B roads. This is your chance to see the ride, warts and all, from the view of a mentor, and observe what the positioning and riding looks like from behind. I hope it is useful to anyone taking an advanced course/test, of whatever flavour.
#ridingtips #motorcycle #vlogger #advancedriding #iamroadsmart #ipsga
0:00 Titles
0:13 Introduction
0:56 Town Riding
11:25 Joining the dual carriageway
11:58 A14 Dual Carriageway
25:41 Leaving the dual carriageway
26:53 Tot Hill Learner Overtake
29:11 Speed camera van
29:57 Wetherden
32:31 Elmswell Cyclist
35:31 A1088
38:18 Norton
41:41 A1088 Searching for the overtake
43:41 A143
44:36 Heading to Walsham le Willow
49:37 Walsham le Willow
50:13 Road closure detour
54:09 Heading to Finningham
1:00:54 Priority point plus van
1:01:15 Heading towards the A140
1:05:45 Heading to Thorndon
1:07:56 Thorndon
1:10:16 B1077 to Eye
1:13:08 Eye
1:15:16 B1117 to Stradbroke
1:23:44 Stradbroke
1:26:25 B1117 to Ashfield Green
1:28:56 B1116 to Dennington
1:33:36 Dennington 
Авто/Мото
Another good video, Mike. All the best with the requalification.
Thanks Richard
Mike ... I've just watched the remaining 35mins of the video the complete ride is really good demonstration of the "system" being applied with progress, restraint very helpful for any associate working on the IAM journey 👍
Another brilliant video Mike, Mr B's commentary worked well and I assume the pass was just a formality. As someone slowly coming back to biking I find your videos invaluable.
Hi Keith, hope you are keeping well. Glad you found it useful. This was just a refresher/practice ride. The real thing will be in another part of the country with an IAM Roadsmart staff examiner.
Mike ... Thankyou for the time and effort required putting this video together it is very useful for anybody preparing for the IAM test I've watched the 1st hour, I will finish the other 35 mins later the commentary and responses are also very helpful 👍
Glad to hear you are finding it useful
An excellent video, just in time for my test soon. The comments from both of you are incredibly useful and answer a few of those niggly issues I still have.
Great to hear you have found it useful. All the best for the upcoming test.
@@mikeroberts Just wanted to say I passed the Masters with a Distinction. Thanks for those niggly answers. 😁
@@iammasterrider Excellent! Well done. Please keep watching and contributing.
That was a nice ride along felt like I was there 😃
Smooth and progressive as always Mike, hopefully no closed roads on your test as Mr B wont be choosing the route🤣
Thanks Andy. Fingers crossed.
Class ride as usual Mr R. Although think Mr B gave you one of his easier routes 🤣
Thanks Mathew. Mr b give me an easy ride? That's never going to happen! 😂
This video is so informative, the attitude of the assessor is so professional. I love Mike's channel. Where this IAM training falls down in my opinion is the calibre of some observers. My observer gave me the worst training experience of my life. He was unreliable and was like dealing with a nightmare builder. The victim (associate) should be able to access alternative training/support when things go wrong at local club level, market forces don't exist. Apologies for my rant. Please keep the videos coming.
Sorry to hear you have had a poor experience Ray. The observer/mentor in the video is one of my mates who I ride with regularly. In fact I was involved with some of his early training. We often discuss riding points and I cover for him mentoring sometimes. We both always try to give a professional experience and commentary, when using video as a training aid. Back to your poor experience. You need to speak to the Group's Chief Observer and discuss any issues you have had. Sometimes two people just don't jell and a change of observer is appropriate.
Please forgive me sticking my nose in. In my group, Manchester, we send the Associates out with a different Observer for each module of our course (the modules are based on the phases of the system). By doing this we avoid the issue you have identified Ray. It also gives Associates a broader perspective on advanced riding and avoids the risk of creating clones of any one Observer with their strengths AND weaknesses.
The obvious risk of this system is a lack of consistency, we overcome this by assigning a senior observer to each Associate at the start of their course who reads all their reports and looks out for ongoing issues but also performs a QA role on the Observers. This also helps to ensure that we do not suffer 'rogue' Observers.
Our system does however only work because we cover a small densely populated area. Groups covering a large piece of the map could never work the way we do.
@@MotorSportsFan46 Chris, always feel free to chip in and give another perspective. My group covers a wider area, Suffolk and its borders. We use the one to one allocation of Associate to Observer but we have a x-check before test with another National Observer. This acts as a quality check, both for what the Observer has covered and gives the Associate a mock test. Hopefully the real test is then plain sailing.
There’s always ROSPA as an alternative if you have a group local to you?
@@jeremyfallowes6154 Thank you, I will look them up in my area.
Great watch Mike.. Good point at 17.05 about getting boxed, in addition to that, but often not mentioned, is 'mentally' boxing in a vehicle in lane 1, if we take up or stay lane 2 for too long (often when no traffic following), effectively mirror filling vehicles ahead looking to overtake soon... Hope you get my point. 😊
Thanks Graham. You're only 'mirror filling' if you are not gaining on them. As I say in the video, my 10-15 second 'rule' eliminates that but it is at times a fine balance between being courteous and returning to lane one and immediately getting boxed by a following vehicle. My pet peeve is when I move in and they don't continue to accelerate/speed (as they were) instead sitting there hovering as you are gaining on another vehicle in lane 1.
@@mikeroberts Thank you Mike, I understand. I guess my comment was motivated by another French, trip, where I always enjoy their lane discipline (they have other issues of course), rarely when prior to an overtake in lane 1 do ever have to ponder "is that car in lane 2 gaining on me or not", because usually they will be behind me until they need to pass me. In UK, drivers in lane 2, seem to take offence if you pull out to overtake, even though they are a long way behind you in lane 2.
Co-incidentally, that was me (approx. 1:17:42) over-taking the Verge Cutting Tractor on the B1117, practising for my upcoming Master's (I had just finished with my Mentor), I did wonder at the time if you were out together doing similar, I had just left the Cafe in Dennington
Spooky. The café at Denning does well from advanced motorcycle training. Several Observers and Mentors use it regularly. Including me. 😃
Thanks for the video, this is actually brilliant timing for me, as my Masters exam is this coming Sunday, fingers crossed! Masters has been a majorly eye-opening experience for me and I believe it has taken away a lot of doubts with advanced riding and my riding in general - although, a change of bike and medication did help that. It has also made me a better observer, as I feel like I can provide better and more grounded advice on techniques with my associates and people who ask me for advice. I'm hoping for a good result and that will lead on to a good NO qualification and, maybe just maybe with a Distinction, I could be invited onto the Mentor team. Hopefully Shaun Cronin is in a good mood Sunday!
Best of luck. 🏍👊
Glad you've found it useful. Good luck with the Masters and NO tests.
@@mikeroberts Just wanted to issue an update to say I passed Masters with a Distinction, very happy with the result
@@ItsBeenDanBefore Excellent result. Well done!
@@ItsBeenDanBefore Congratulations "Dan". 👌
1:01:24 Hi from Cornwall. An excellent ride Mike if I may say so. I thought that your observer needed to change up a gear a few times when doing 60 mph in 3rd on good roads to show a bit more bike sympathy and better fuel consumption??
Thanks for the positive feedback on my ride. As i said elsewhere the observer is a mate I ride with regularly. He does hold his gears longer then me, and is something we've discussed before. I prefer a more relaxed engine, he prefers a bit more natural engine braking of the gear he is in.
@@mikeroberts Derek's choice of gears is pretty much identical to mine on my RT. That keeps the revs on my bike between about 3000 and 4500. Plenty of pulling power and engine braking and loads in reserve if you need it. I couldn't see the numbers on Derek's rev counter but I suspect he is using similar revs to me.
fortnine recently did a video on this which explained most riders were in too high a gear and should be running a lower gear and more revs is potentially better mechanical sympathy as less torque...
@@LANKY123 you need to aim for a responsive gear. A gear that allows you to accelerate AND slow just using the throttle. This will differ between bikes.
21:30 - why is such an emphasised position 3 (or even 5, much to the right of the right tyre of the car in the middle of the lane) encouraged while so slowly overtaking cars and vans? With vast, vast majority of the drivers unable to properly setup their mirrors rider is dead in the middle of their huge blind spot.
What I'm wondering about is why being so far to the right (exacerbating the risk of becoming invisible to the vehicle rider is slowly creeping up to) is somehow beneficial to being in the middle of the lane and staying in their mirrors for much more time, commanding the presence in here and now, and at the same time having the half of lane buffer to the right.
Thanks.
Thanks for the comment. I'll try to give my perspective on the points raised. By being further over IF the vehicle does decide to move into your lane you have more space and time to do something (slow/brake and drop back, or accelerate out of the way). Where is an individual vehicle's exact blind spot? You don't know. Many lorries have multiple mirrors and more recently cameras with wide angle vision. "Slowly overtaking" - the speed difference is what it is on a dual carriageway. I'm travelling at the NSL. If there are slower vehicles in lane 2 ahead of me then I try to avoid riding beside vehicles in lane one and pass them like stepping stones, pausing at the gaps between the vehicles in lane 1.
Hi Mike A nice ride, well done. It's a long video with lots to ponder. One amusing thing was, early on your observer (presumably CO) commented about you not holding a more dominant position when passing a stationary small hatch parked on the offside with a car waiting to pass it. I actually thought your positioning was fine and polite. The road is wide at this point and your safety margin wouldn't really have been squeezed to the point of it being of concern if the vehicle had passed. Your positioning was polite and seemed to acknowledge these elements. Were a lorry, that's a different scenario. And this is the amusing bit, a few minutes later you both position to left of the crown of the road to make a turn right. At this point the road is narrow and significantly, a car vehicle passes you both on your nearside at a seemingly close distance. Contrary thinking from your observer as perhaps he could have positioned staggered to you to offer you both a wider safety margin and by doing so, prevented this happening. I'm anticipating you saying... well he's not really there. In that case might you have stopped middle of lane perhaps? In town iron work was ridden over and really I would expect observations of the road surface to provide you and observer courses or paths to neatly avoid these. The main observation from this video is the observer himself. Mr B is overlapping his speed and gear phases with some frequency, is this method okay with the IAM now? We hear the gear change and see the gear indicator change whilst he operates his front brake, a clear departure from the system the IAM (HTBABR) as detailed. Any ideas why he is doing this? Thanks for uploading.
Hi, thanks for taking the time to watch and comment. Do we know each other in real life? (click on bio/about for an email address to keep your identity secret if we do). So, a long video, a long comment AND a long answer! 😁 I'll try to cover your points raised with MY perspective/thoughts. As you know none of this is 100% set in stone (well maybe a few bits!)
The observer is not CO but a friend I ride with regularly. We are both Masters Distinction having passed on the same day. He is a local Masters Mentor and I occassionally cover for him. We often discuss points from our rides. You can see an earlier similar video here (ruclips.net/video/xHyWvTeKtGs/видео.html).
Commanding the road - I do this sometimes, depending on road width/condition and the size of the oncoming (like you said). In this case I was happy to ease over a little, my observer uses the road regularly and from his comments has seen some very pushy oncomers and strange lines there. It was a discussion point over coffee.
Waiting to turn right - Hmmm, I see this differently to the previous scenario with the oncoming vehicle, and would generally position at junctions to allow other road users to proceed if they can. There's room again for the vehicle to pass. If you wind back a few seconds you'll see the road actually widens to allow for this. It would likely cause confrontation if you tried to prevent the flow of traffic from behind while you waited to turn where the road is wide enough.
Ironwork/manhole covers - They are not land mines! 😀Personally I have no aversion to riding over them in a straight line if they are not raised/sunken. In the wet and/or on a bend is another matter. I do get frustrated when I see riders weaving about to avoid them in the dry, sometimes so abruptly they destabilise the bike causing more danger than the 'hazard' they are trying to avoid.
Brake/gear overlap - I'll have to watch this again to see where he's doing it BUT if you watch I am almost certainly doing it in places. Separation is the ultimate goal BUT Roadcraft clearly allows some over lap at the end of the Speed phase. I like this old diagram (thumbsnap.com/sc/0QDHqXpa.jpg)that that is not in the latest version of Roadcraft. However the latest edition does still say this "Use acceleration sense or brakes as appropriate to give you the correct speed on approach to the hazard, and then select the correct gear for the road speed achieved. It’s preferable to separate these elements but it may be necessary to overlap them towards the end of the speed loss in some circumstances"
Hope that helps. I like discussing/debating these points. When you upload footage you have to expect to be asked/challenged. If it gets people thinking and making decent riding plans then it is worthwhile.
@@mikeroberts Evening Mike, yes grey areas are always subject to perspective. My first point was meant to illustrate how on the one hand, advanced riders and observers do get a little sniffy about when to command the road. Personally it’s not one way or the other, it’s about applying logic in the moment. Being a good rider as we know, is being a thinking rider and not an automaton of an observer’s ride notes (and that’s definitely not you Mike :) ) or the text books. I’ll bow to your knowledge of Ipswich, I have a little mapping in my mind of the town but my amusement relates to the fact the moving vehicle which passes on the nearside looked pretty close and far far closer than if the vehicle in the aforementioned scenario decided to pass the stationary vehicle. Again perspective and worthy of note to compare the logic and thinking of the ‘commanding the road’ element of Roadcraft to other situations such as this.
Going back to the road furniture. It’s a personal goal of mine to seamlessly avoid all I can. My interpretation of positioning derives from the text books’ advice. This being as you know, always position for safety but this position should be commensurate with providing good tyre grip and stability. Ergo, tarmac should be better than iron. Also it’s a doctrine of mine to ride like this so that when the weather is inclement, my ride does not need adjustment. Also if on course to ride over road furniture and heavy braking is suddenly required, there is potential for momentary loss of adhesion especially in wet conditions. It’s my thinking and regime and not necessarily required to be adopted by anyone else.
What you were probably doing was - speed (braking) whilst performing clutch disengagement to facilitate the selection of an appropriate gear for when re-engagement of the clutch occurs, you are in the correct gear. But crucially you probably were not re-engaging the clutch whilst simultaneously braking. This is true overlap and not desirable and easily avoided. Mr B should finish his braking and then immediately engage the clutch. Unfortunately we see Mr B re-engaging the clutch after a gear change whilst still braking.
I can see that Mike gave you a reply to your comment, but I'd like to expand on brake gear overlap.
In approx 200,000 miles of riding, I can't recall experiencing any safety issue with brake gear overlap, yet I have seen awkward clumsy riding from riders trying to avoid it. Having recently completed another alps trip it would be almost impossible to decend alpine passes, without brake gear overlap. Just my thoughts.
@@Grahamvfr Hi Graham, the point is this chap we are seeing following Mike, is an IAM RoadSmart Master and Masters mentor. Masters riders are supposed to be some of the best civilian riders in the UK and meant to ride systematically. Clearly the chap is failing sometimes (concerning brake gear overlap) to ride to the police system of motorcycle control and plainly has an issue with his riding technique. Curiously this has not been picked up by anyone that has examined him.
@@AdvancedRider Thank you.. I take your point.
An interesting ride, thanks for sharing. Does length of the video represent the time a test is ?
Nigel, the Masters test is usually around the 1.5 hours mark. Longer then the 'normal' 45 mins to an hour of the regular Advanced Test. Masters is looking for more accuracy and refinement, but importantly consistency across the full 1.5 hours.
Interesting to watch and listen to your own comments at certain points. I am intrigued to know what the difference is between IAM Masters and RoSPA Gold
Comparing the standards often causes a lot of debate, but generally accepted is that an IAM F1rst would equate to a ROSPA Gold. What is the difference for Masters? Well the test is longer, away from familiar roads, and the examiner will be looking for much more consistency and applying The System all the time. It's like most higher level tests/courses, you will be refining and chipping away at small faults/inconsistencies. There's no BIG fundamental difference, its all based on Roadcraft. Remember someone who passed with a IAM F1rst, or a ROSPA Gold, could have been riding at the higher level already. You are only as good as your last ride.
@@mikeroberts thank you for your reply Mike. I am strongly of the belief that advanced training is a crucial survival tool for all motorcyclists. I take the opportunity to join Fire Bike and Bike Safe courses whenever i can, as well as taking part in my own groups rides and activities. I would like to try the RoadSmart course and Masters but the cost is just too much for me, I already hold a RoSPA Gold and could not justify the cost to my better half 😢. Keep up the good work, it is very nice to see the ride in whole and the Observers commentary was to the point and relevant.
I have noticed that experienced riders put their right foot down when stopping. That increases the likelyhood of tipping over the bike.
Being a learner I do it rearly but I still do it at times but I quickly swap my legs over to always have right foot on rear brake when stopping.
Thanks for the comment. As a learner you need to do what your instructor is telling you, probably right foot on rear brake when stopping. Why do you think "right foot down when stopping increases the likelyhood of tipping over the bike." ?
@@mikerobertsif you put right foot down means you have habit of front braking with the front brake unsettling the balance when gradual stopping
I just been taught to always stop with left foot down.
@@steve00alt70I'm an IAM member. Watching this video, I was surprised to see the candidate consistently using the front brake to stop and put his right foot down.
I was taught to use the rear brake to pull up (under ten mph) and then put my left foot down, but I also have the finesse with the front brake to pull up with the right foot down if the situation requires it. E.g. right/left adverse camber at a tee junction; hence, right foot down is the safer, more stable choice.
Can someone explain why the candidate never put his left foot down, or did I miss it?
I noticed you put your right foot down rather than your left. Is there a reason you favour right over left?
This one gets asked a lot. Personally I find it much more comfortable and relaxing riding that way. For lots of town riding it means you avoid doing 'The Dance' (Hendon Shuffle) all the time. You can snick the bike out of gear and give your clutch hand a rest, and then easily select 1st gear to pull away. It does require the ability to really feather the front brake lever to avoid bouncing forks and come to a smooth controlled stop. Of course you need to be able to do BOTH methods, left or right, as sometimes the road conditions/layout may force you to use one or the other. My bike also has linked brakes that work front to back, but I do the same with conventional brake setups.
I’m the same. Plus, I would add that sometimes putting your left foot down means the camber is against you and it’s further to the ground. Something you have to remember riding on the continent, where the reverse is true however😁
@@mikerobertsand hill starts?
Position 4-5 with an oncoming vehicle, left hand bend and then observer in position 3 with oncoming white vehicle which appeared to be very close? As you rightly say no one does a perfect ride but I feel there should have been a debrief section and these points should have been brought up and discussed. It doesn’t help anyone if there is no constructive criticism. 👍
@@fishingotheradventuresonke7996 Yep, I can hill start just using my right hand (throttle and front brake). If the road conditions required it, I would put my left foot down. It's about being flexible and being able to do both methods.
You would have stayed out in lane 2? Doesn’t that go against the IAM handbook, that you should use lane 1 unless overtaking? 🤔
The Observer said he would have stayed in 2 longer. I said my rule of thumb is to move back if I'm not going to reach another vehicle in 10-15 seconds. It's always a contentious subject and I will stay out at times like upcoming on slips as mentioned in the video BUT only if not impeding any other vehicles progress.
far and away the best video for a newbie whose looked at loads of iam stuff. When doing tight (haha and not so tight) junction turns i tend to feather the clutch in either first or second as I go around as the prevents jerkiness for me, is this 'allowed' in the iam world, is clutch supposed to be fully out?
Thanks. Back to IPSGA. Get your speed adjusted and then the gear selected for the turn before you get there. Often at slow speeds you can ride through with the clutch lever fully released, other times you may need to feather the clutch through the turn (say where the turn is very bumpy or you need a really slow speed due to other hazards or vehicles). The first approach does require a sensitive right hand, the second can help smooth out the turn. As long as you are not using excessive revs and clutch slip, it is perfectly ok.
@@mikeroberts thanks for the clear explanation
"Maintain lane 2" early in the video on the dual carriageway section. To be fair, if there is nothing behind me, I do exactly that. But as I understand Highway Code 264, "Keep in the left lane unless overtaking." So you should pull in regardless, especially if under test conditions? Is this the case? Am I misunderstanding the Highway Code?
Thanks for the comment/question. I tend to use a rule of thumb of around 10 seconds. if I'm not passing anything by then, I return to lane 1. But I do stretch that at times if there are vehicles I am gaining on. What I don't do is stay out if there's nothing ahead.
What about those shoulder checks?
They are known as ‘life savers’ for a reason.....
Mirrors don’t show you everything!
Sorry for the late reply. Have you some specific examples timestamp)? Regarding mirror checks/lifesavers you may like this video of mine where I explain you do have to move your head BUT you don't need great big flamboyant play acting. ruclips.net/video/ECXvXXHtDHg/видео.html Remember Roadcraft says consider a lifesaver, not do one every time.
OK, I am 2 minutes in, you have just got to the traffic lights and stopped, right foot down. I have been berated for this by my tutors, all three of them, and told I need to be on the back brake so if shunted from the rear you can stay on the bike. I would appreciate thoughts please, because I am now conflicted.
Ahh, that old chestnut again! Thanks for the question, Simon. I don't know what advanced course you are doing, but they are all based on Roadcraft and it makes no stipulation of which foot to stop with. I personally, as you have seen, favour right foot down as it is much more relaxing in stop start traffic. In fact some Police areas teach this way. If you look in Roadcraft it says "When the bike is stationary you should be able either to place both feet on the ground or balance with one foot while the other works a control." and "You need to be able to slow down or stop smoothly and with your machine fully under control". I've also quoted the IAM Course book for you "Advanced riders must be able to: Bring their machine to a controlled stop with the appropriate foot to the floor. In the last stages of stopping, advanced riders must decide which foot to use to balance the machine when they become stationary. There are perceived advantages when the machine is stationary to putting either foot down or even if appropriate, both feet at the same time. It may be advantageous in the event of a collision to have control of the rear brake to retain steering control. However, retaining control of the rear brake necessitates swapping feet in order to either select neutral or engage a gear to move off. At times it is easier to give up control of the rear brake in order to be able to select gears. The ability to use either foot or both feet, is advantageous if road conditions dictate a change from your normal action. The important outcome is that the machine comes to a controlled stop and is balanced effectively." So you can see, like so many things "It depends". Is it safe, smooth and under full control? Job done. Hope that helps.
@@mikeroberts Thank you. At least I have a 'tutored' retort when told I must use the right foot to cover the brake. Like you, I have always snicked into neutral if having to wait for traffic or light signals to change, it saves the clutch and means you are not sat there squeezing a heavy clutch for ages while you wait (1982 or 1988 clutch is not as light as a modern, hydraulic one, I bet!)
Surorised no comment from either of you about fhe overtake with the delivery van parked on n/s and the entrance onnthe roght which you both oassed on the o/s
I'm afraid you'll have to give me a clue as to where in the video, it's nearly 9 months ago that I rode this.
1hr 16 minutes
@@andrewedwards417 Good spot. 👍No excuses but you can see both the van and the property entrance were virtually invisible until on to top of them. I never claim to be perfect. 'Advanced riding' is about minimising the risk as much as possible. We can't eliminate it all.
did he put his right foot on the ground just before leaving the park by using front brake?
He did. That's me on the lead bike. This one gets asked a lot. Personally I find it much more comfortable and relaxing riding that way. For lots of town riding it means you avoid doing 'The Dance' (Hendon Shuffle) all the time. You can snick the bike out of gear and give your clutch hand a rest, and then easily select 1st gear to pull away. It does require the ability to really feather the front brake lever to avoid bouncing forks and come to a smooth controlled stop. Of course you need to be able to do BOTH methods, left or right, as sometimes the road conditions/layout may force you to use one or the other. My bike also has linked brakes that work front to back, but I do the same with conventional brake setups.
@@mikeroberts Sorry sir, I just saw your old posts about the same questions. 😎 I passed my test 3 months ago. My instructor and examiner always mentioned using the right foot just before stopping, checking the blind spot before overtaking or turning right or left, and checking both mirrors every time just before a change in speed limits on the road. That is why I always remind myself to turn my head to see mirrors and blind spots while riding. However, you don't seem to do or show those kinds of body actions on the road. I really don't know if all of those rules depend on the instructor. Sometimes I just want to say, "Let me ride however I want!"
@@aknaltoglu4986 You are taught to ride in a certain way as you start out in motorcycling that is designed to keep you safe while you have little on road experience. I'm now in my 48th year riding. Keep riding how you have been taught. Doing the right foot down needs very good control of the front brake, this will come with experience. If you watch this video and others, you'll see I do do the shoulder checks at critical times. Starting out you need to do these more regularly and as more of a set routine. Keep safe and enjoy your motorcycling building up your miles and on road riding experience..
Speeding on at least two occasions, isn’t that a fail on an IAM test? 69 mph on the three lane, non dual carriageway? 🤔
I must admit I hadn't spotted him momentarily showing 69 on that short 3 lane section. He did correct himself almost immediately.
Not seeing him check his mirror not seeing any lifesavers and overtaking at junctions
"Him", the rider in front is me. 😁Have you some specific examples timestamp)? Regarding mirror checks/lifesavers you may like this video of mine where I explain you do have to move your head BUT you don't need great big flamboyant play acting. ruclips.net/video/ECXvXXHtDHg/видео.html
Taking up 2 parking bays...not good look
Really? There's loads of spaces available and we were there a few minutes to meet up. Why squeeze two big bikes into one space?
Just a perception thing I guess
You're mentor was on the ball and didn't shy away from constructive feedback for you.
My question is, in the hierarchy of masters and mentors who tests the best of the best and then who tests them?
I'm sure you can see where I'm going with this! 😃
It's one of lifes conundrums! 😎
Good question! Which came first the chicken or the egg? Several of my riding buddies are also mentors (or have Masters/Distinctions) and we happily point things out to each other. The staff examiners who conduct the tests are regularly cross checked by their peers. Where do you stop? If you are not careful it becomes top trumps. We should all strive to be the best we can.
@@mikeroberts
Great reply, that told me! 😃
I humbly award you AAA*+
That's not batteries by the way 😀
@@anthonyhalifax1027 😁 Thanks Tony. It wasn't meant as a put down, just some background info. It's sometimes hard to get the tone correct in a text comment. 😉