Thanks Mike. Another good one. I agree with choosing P1/P2/P3 according to the likely grip available and remember the maxims I was taught: ‘Never sacrifice safety for view’ and ‘Lose your view so lose your speed’.
Good to see you getting more comfortable with the 360 cam, would be great to see this used with some live commentary if at all possible. I've signed up for my Masters and already had my first ride, with my next session being the Sunday after this one. Whilst the standard and observer courses have been amazing to realise how much I can improve, there's so much more from Masters. The efficiency and ability to be subtle yet quick is amazing. I've realised that I've lost a bit of skill with overtakes and they've become a bit sloppy/rushed, so uploads like this are a major reminder to improve and stay safe, especially since the bike is my only form of transport. Thanks for another great upload
Post production work is quite heavy on the PC processing and editing. The main problem for live commentary footage is that the OneX I have doesn't support a mic input (I think the later ones may do). You have to make a separate recording and then mix in the edit. I'm working on another video with voice over using 360 footage I have already recorded. Will see if I can do a short commentary one at some point. Good to hear you are enjoying the Masters.
Be aware that at times you will be sitting astride a long beam and that beam that the camera is on would be protruding from under your buttocks ie on the seat with you sitting on it and it will extend to some length outside on both sides of the bike. Making you about as wide as a small car. Not really recommended for safety I would imagine.
@@rcraven1013 What are you on about? The camera is not sticking out the side at all for this video (it's in front of the screen above the front wheel) and in others where you have seen a side view, it protrudes no more than the handlebars/mirror. Are you sure you understand how these work?
@@mikeroberts Must have gotten the wrong camera. Another advanced rider was showing of his camera that does exactly the same thing but is was on a stick that one places down ones back and at times the stick has to be sat upon to take certain pictures. The stick is later taken edited out. So i may have mistaken his new 360 deg camera for yours., Sorrry.
Hi Mike thanks for posting your videos they are a great help to me while going through the IAM training. I want to know your thoughts on the many acronyms used in the training, do you think its possible to ride the IAM way with out using them? I find a few useful, but I think most distract from the great content that is in the road craft book. They may also put people off that feel they are a bit military & Police based.
James, the acronyms, both in the IAM course book and Roadcraft, are just learning aids. HOW you ride everyday is what you are tested on. You do need to understand the topic though, and like learning anything new, it can seem a little overwhelming at first. We all learn in different ways. Glad to hear you find the videos useful.
@@mikeroberts thanks for replying so comprehensively. Its good to get an explaination of what is being assessed. I gree that we all learn in different ways. The acronyms not don't work for me, they actually add a level of complexity that's not needed, a confusing impediment to learning. They also seem to change with the instructor, some are 11 characters long! Any how you content is none of the above, being very clear easy to understand keep up the good work. I'm motivated to vent to the IAM.
I ageee re potential benefits of moving to opposite lane early for overtake...subject to positive relevant factors. I place less focus on max view positioning than some do when cornering at legal speeds. Grip aside...in tight bends the view improvement advantages are far less than some perceive. Positioning "for view" is often of far greater benefit on kinks & minor curves...(ironically where some don't move position as much). At this time of year my positioning priority is often dicayted me choosing the most favourable road surface. If the surfaces are generally sketchy then some progress choices need careful consideration or entirely disregarding. Thanks for vid Ride Safe 👍🏍
In drier times, and when the road surface allows, I do position to improve my view (every little helps) but of late it has been a case of hunting the dry line that isn't covered in grit, sand and salt! Straightening kinks and minor curves is great too.
@@mikeroberts Sure...just to clarify I do favour a position for view when safe & appropriate, however, the view advantages are often more negligible than some suggest. I am not recommending folk stand still in P1 then P3 on a bend approach but doing so can arguably show less "view" differences than expected.
@@mikeroberts No real advantage if the bend is say a 90 deg one as if one moves over by say 4 ft [ pos. 1 to 3 or vice versa] one will only benefit by increasing ones view by that 4 ft. So a no brainer there. Yes if its a fast curve in the road with good safe stopping distance anyway one far beyond ones stopping distance then whats the point in moving over positions to improve what is already a safe and progressive distance..
A nice and clean overtake.Using the dry line was the safest line to take as it enables one to brake on a dry road surface as opposed to the wet surface at P1 and P3. No disadvantage in using P2 at all for that bend. Unfortunately many a rider on approach to that bend would have ridden closer to the rear of the vehicle in front and narrowed the space between vehicles, from which an overtake could have been made. That could have been a mistake as being or following too close behind another vehicle, even with the idea of an overtake, would have placed the rider in a more dangerous position. By that I mean being lent over and too close to be able to stop in the distance seen to be clear and one own side of the road. We must always remember that we have a limited amount of grip available between tyre and tarmac and if we use excessive or inappropriate speed and with a greater lean angle to any bend it reduces the amount of available grip left to us. Even less grip if we had used the wet surface as that further reduces the grip available to us. So less grip available to steer with and/or brake with. So emergency braking cannot be done as that could exceed our 100% of available grip and off we come. Unfortunately bends are indeed the most dangerous manoeuvres and add to that the second most dangerous manoeuvre, which is overtaking we must be sure that we approach such an overtake with safety in mind. unfortunately for motorcyclists accidents do happen so often on a bend. Bends that we take too fast and with too great a lean angle. We leave too little safety to be able to stop in the distance that we can seed to be clear. That being the limit point. However In this case the approach was prior to a bend and then later the actual overtake was well on the straight on the other side of it and the bike was as said standing up before the final acceleration. Good video. Perhaps other riders would appreciate slowing and following other vehicle on bends at a good safe stopping distance and then and only then having the ability to overtake on the straight after the bend. If so here would be far less collisions, deaths or injuries on our roads.
I was wondering what your take on it would be. Glad you approve. As I alluded in the video, on a dry day I would have closed up a little more and turned harder to take up the opposing lane earlier. None of this is set in stone.
@@mikeroberts Don't get too happy Mike. This was an overtake AFTER a right hand bend. If you had done what you say you would had it been a dry road I would have been just as critical of it as I have done many times before to many an instructor and video maker not just yourself but all of them You know what I believe about safe braking space , the recommendation of at all times being more than 2 second rule. AT ALL TIMES , the safe stopping distances as in the H.C. Tailgating and the historic mistake that is the responsibility of the Police for recommending and indeed enabling riders to place themselves in such a dangerous position particularly when closely following other vehicles around bends in order to facilitate an early possible overtake. A couple of years ago I communicated my concerns regarding this and other situations I don't believe that civilians should ever to be instructed on, but accepting that it could be useful to only serving police officers and other emergency service workers. They acknowledged my communication with the response that Roadcraft as a publication was designed primarily and solely as a training aid to serving police officers. They did nothing to address my concerns but in the latest Roadcraft and for the first time they have a had a disclaimer printed that would absolve them of all liabilities should anything untoward happen to civilians having been instructed on any of their their methods, practises or procedures. Further that and they leave or rather lay the full responsibility of such training and its consequences to instructors like yourselves and under the umbrella of all the other training organisations. Nice one that. I think. Not exactly the response I was expecting but then they are an institution as well I know as I was once one of them . I am able to see and understand things from their point of view as the institution that is the Police but also from some 30 odd years now as an adult civilian rider. An ability and objectivity to see both points of view but unfortunately with regards to some riders safety the two do not match up.
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Thanks Mike. Another good one. I agree with choosing P1/P2/P3 according to the likely grip available and remember the maxims I was taught: ‘Never sacrifice safety for view’ and ‘Lose your view so lose your speed’.
A couple of good phrases there. I use "Always sacrifice position for safety", similar meaning.
Good to see you getting more comfortable with the 360 cam, would be great to see this used with some live commentary if at all possible. I've signed up for my Masters and already had my first ride, with my next session being the Sunday after this one. Whilst the standard and observer courses have been amazing to realise how much I can improve, there's so much more from Masters. The efficiency and ability to be subtle yet quick is amazing. I've realised that I've lost a bit of skill with overtakes and they've become a bit sloppy/rushed, so uploads like this are a major reminder to improve and stay safe, especially since the bike is my only form of transport. Thanks for another great upload
Post production work is quite heavy on the PC processing and editing. The main problem for live commentary footage is that the OneX I have doesn't support a mic input (I think the later ones may do). You have to make a separate recording and then mix in the edit. I'm working on another video with voice over using 360 footage I have already recorded. Will see if I can do a short commentary one at some point. Good to hear you are enjoying the Masters.
Thanks Mike, another bunch of excellent tips, P1, P2 and P3 always to be considered and reconsidered pending on road surface conditions.
Glad you liked it.
Thanks for another informative video
Pleased to hear you found it useful.
Thanks for the explanations, really helpful.
Glad it was helpful!
Good example of when to use P3 on a RH bend (the 2nd one) as opposed to the standard P1 i.e. prioritising the dry road.
Thanks. Dry line and there's a good view already into the bend.
Ooooh I love the view from above the bike to clarify your position 👍 May have to get myself one of those snazzy 360 cameras after all 🤣
Be aware that at times you will be sitting astride a long beam and that beam that the camera is on would be protruding from under your buttocks ie on the seat with you sitting on it and it will extend to some length outside on both sides of the bike. Making you about as wide as a small car. Not really recommended for safety I would imagine.
@@rcraven1013 What are you on about? The camera is not sticking out the side at all for this video (it's in front of the screen above the front wheel) and in others where you have seen a side view, it protrudes no more than the handlebars/mirror. Are you sure you understand how these work?
Motorcycle Lessons UK - It's good for 'special occasions, I wouldn't use it on a daily basis 😉
@@rcraven1013 I'm quite adept at driving a car so I think I'll be OK 🤣
@@mikeroberts Must have gotten the wrong camera. Another advanced rider was showing of his camera that does exactly the same thing but is was on a stick that one places down ones back and at times the stick has to be sat upon to take certain pictures. The stick is later taken edited out. So i may have mistaken his new 360 deg camera for yours., Sorrry.
Hi Mike thanks for posting your videos they are a great help to me while going through the IAM training. I want to know your thoughts on the many acronyms used in the training, do you think its possible to ride the IAM way with out using them? I find a few useful, but I think most distract from the great content that is in the road craft book. They may also put people off that feel they are a bit military & Police based.
James, the acronyms, both in the IAM course book and Roadcraft, are just learning aids. HOW you ride everyday is what you are tested on. You do need to understand the topic though, and like learning anything new, it can seem a little overwhelming at first. We all learn in different ways. Glad to hear you find the videos useful.
@@mikeroberts thanks for replying so comprehensively. Its good to get an explaination of what is being assessed. I gree that we all learn in different ways. The acronyms not don't work for me, they actually add a level of complexity that's not needed, a confusing impediment to learning. They also seem to change with the instructor, some are 11 characters long! Any how you content is none of the above, being very clear easy to understand keep up the good work. I'm motivated to vent to the IAM.
I ageee re potential benefits of moving to opposite lane early for overtake...subject to positive relevant factors.
I place less focus on max view positioning than some do when cornering at legal speeds. Grip aside...in tight bends the view improvement advantages are far less than some perceive.
Positioning "for view" is often of far greater benefit on kinks & minor curves...(ironically where some don't move position as much).
At this time of year my positioning priority is often dicayted me choosing the most favourable road surface. If the surfaces are generally sketchy then some progress choices need careful consideration or entirely disregarding.
Thanks for vid
Ride Safe 👍🏍
In drier times, and when the road surface allows, I do position to improve my view (every little helps) but of late it has been a case of hunting the dry line that isn't covered in grit, sand and salt! Straightening kinks and minor curves is great too.
@@mikeroberts Sure...just to clarify I do favour a position for view when safe & appropriate, however, the view advantages are often more negligible than some suggest.
I am not recommending folk stand still in P1 then P3 on a bend approach but doing so can arguably show less "view" differences than expected.
@@mikeroberts No real advantage if the bend is say a 90 deg one as if one moves over by say 4 ft [ pos. 1 to 3 or vice versa] one will only benefit by increasing ones view by that 4 ft. So a no brainer there. Yes if its a fast curve in the road with good safe stopping distance anyway one far beyond ones stopping distance then whats the point in moving over positions to improve what is already a safe and progressive distance..
A nice and clean overtake.Using the dry line was the safest line to take as it enables one to brake on a dry road surface as opposed to the wet surface at P1 and P3. No disadvantage in using P2 at all for that bend.
Unfortunately many a rider on approach to that bend would have ridden closer to the rear of the vehicle in front and narrowed the space between vehicles, from which an overtake could have been made. That could have been a mistake as being or following too close behind another vehicle, even with the idea of an overtake, would have placed the rider in a more dangerous position. By that I mean being lent over and too close to be able to stop in the distance seen to be clear and one own side of the road.
We must always remember that we have a limited amount of grip available between tyre and tarmac and if we use excessive or inappropriate speed and with a greater lean angle to any bend it reduces the amount of available grip left to us. Even less grip if we had used the wet surface as that further reduces the grip available to us. So less grip available to steer with and/or brake with. So emergency braking cannot be done as that could exceed our 100% of available grip and off we come.
Unfortunately bends are indeed the most dangerous manoeuvres and add to that the second most dangerous manoeuvre, which is overtaking we must be sure that we approach such an overtake with safety in mind. unfortunately for motorcyclists accidents do happen so often on a bend. Bends that we take too fast and with too great a lean angle. We leave too little safety to be able to stop in the distance that we can seed to be clear. That being the limit point.
However In this case the approach was prior to a bend and then later the actual overtake was well on the straight on the other side of it and the bike was as said standing up before the final acceleration.
Good video. Perhaps other riders would appreciate slowing and following other vehicle on bends at a good safe stopping distance and then and only then having the ability to overtake on the straight after the bend. If so here would be far less collisions, deaths or injuries on our roads.
I was wondering what your take on it would be. Glad you approve. As I alluded in the video, on a dry day I would have closed up a little more and turned harder to take up the opposing lane earlier. None of this is set in stone.
@@mikeroberts Don't get too happy Mike. This was an overtake AFTER a right hand bend. If you had done what you say you would had it been a dry road I would have been just as critical of it as I have done many times before to many an instructor and video maker not just yourself but all of them
You know what I believe about safe braking space , the recommendation of at all times being more than 2 second rule. AT ALL TIMES , the safe stopping distances as in the H.C. Tailgating and the historic mistake that is the responsibility of the Police for recommending and indeed enabling riders to place themselves in such a dangerous position particularly when closely following other vehicles around bends in order to facilitate an early possible overtake.
A couple of years ago I communicated my concerns regarding this and other situations I don't believe that civilians should ever to be instructed on, but accepting that it could be useful to only serving police officers and other emergency service workers.
They acknowledged my communication with the response that Roadcraft as a publication was designed primarily and solely as a training aid to serving police officers. They did nothing to address my concerns but in the latest Roadcraft and for the first time they have a had a disclaimer printed that would absolve them of all liabilities should anything untoward happen to civilians having been instructed on any of their their methods, practises or procedures. Further that and they leave or rather lay the full responsibility of such training and its consequences to instructors like yourselves and under the umbrella of all the other training organisations.
Nice one that. I think. Not exactly the response I was expecting but then they are an institution as well I know as I was once one of them . I am able to see and understand things from their point of view as the institution that is the Police but also from some 30 odd years now as an adult civilian rider. An ability and objectivity to see both points of view but unfortunately with regards to some riders safety the two do not match up.