Mid-Life Crisis - Northamptonshire Advanced Motorcyclists

Issue 23 June 2011
Mid-Life Crisis
trying to be a racer-at 41
Group Riding
route marking the NAM way
First Impressions
on track with Honda and BMW
IAM Skills Day
repeat after me: ‘It’s not a track day’
The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
In this issue
Cover: The bikes gather at the Better Biking Day [Mark Russell]
3.
4.
5-6.
6.
7-8.
9.
10-11.
12.
13-14.
15-17.
19-21.
22.
23.
24.
Editorial
From The Chair
Forthcoming Events
Dodgy Roads
News
Smoother Riding
IAM Skills Day
First Impressions
Group Riding Part 2
Trainee Observer’s Diary
“I Wanna Be A Racer” Part 1
Kit Reviews
Fifth Column
Contacts
Next Issue:
Ron Haslam Race School
A letter to Sainsbury’s
New Observer
Enduro school
Overheard On The E-mail:
“I was kicked out of Kamikaze school for breaches of Health and Safety”
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
Just In From The Bunker
Clocks forward-check. Prediction of fine weather from the Glorious Leader-check. First track
session of the year-check. Associate having to take avoiding action as an out of control crotch
rocket tries to apex and instead crosses the solid white centreline by a couple of feet-check. It
must be summer then. For me and most of the “NAM Massive” this means ditching the jacket
liners and trying to remember where the summer gloves got chucked last September, while for
some it means going out to ride for the first time since last September. Beware when on the
popular biking roads and be prepared to dodge an oncoming missile where they have either got
the corner wrong or come up behind you as you slow for a ‘red ring’ limit.
Talking of fast riding [but where it’s appropriate] BMW and Honda decided to let a couple of us
play with their new toys [First Impressions, p17], while Jim Payne was playing with himself-sorry, I
mean his own bike on the IAM Skills Day at Mallory Park [p15]. If you have ever felt like racing it’s
not as easy as signing up for a BSB team, the paperwork starts on page 19 and the racing starts
on the 18th at Silverstone.
More sedate riding is covered in part two of the group riding series on page 13. If you are joining
NAM on a ride then you need to be familiar with this system, and if you are an Associate who
hasn’t ridden this way before see us on week 2 for a practice on the return leg from Grafham.
Drop me an email by the Wednesday before [address on last page] to arrange this.
Mark’s trainee observer diary continues with him playing Scrabble with the mnemonics he’s been
taught, but not GOWDTSB*, the one his wife seems to be keen on him learning. The spare
bedroom’s loss is our gain though.
The first off road school of the year was completed by Penny Ganser, Jon Read and myself last
month, and the bruises are fading nicely, and I expect to be able to lose the crutches soon. A full
write up of the fun, frolics and falling-off will be featured next issue. If you fancy a bit of nontarmac riding there are still places available at Trials School on the 20th of August and Motocross
School on 7th September. It doesn’t hurt that much, honest...
*get on with decorating the spare bedroom
Northamptonshire Advanced Motorcyclists.
Affiliated to the IAM, group number 7226.
Registered charity no 1107148
DISCLAIMER
The views expressed in Forward Progress are those of the individual contributors and are not
necessarily those of the Editor, Northamptonshire Advanced Motorcyclists or the Institute of
Advanced Motorists unless so stated.
DATA PROTECTION ACT 1998
Members are advised that the name and address details are held on a computer database. These
details are not divulged to anyone other than fellow Members. Members not wishing their details
to be held in this way should advise the Secretary, in writing, or the Group may breach the
requirements of the Act.
The contents of this newsletter are copyright Northamptonshire Advanced Motorcyclists and should
not be reproduced without prior permission.
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
Мир согласно Geoff
It must be summer, the rain is getting warmer! NAM is in full working order as we enter the 'busy'
season with two fresh and bright new Observers welcomed into our ranks - both having completed
our training regime which is not for the faint hearted, so we now have both Tom Palacio and
Penny Ganser admitted to the inner sanctum [means they have to buy the teas at the Observer
meetings until someone newer is qualified!].
John Durrant and myself have both got through our six year senior Observer requalification with
Harvey expected to breeze his in the next few weeks too, [no pressure then Harv].
Some of you as associates will have had one of the Seniors tagging onto your Observe which is
part of our quality assurance program as we reassess all Observers annually. We hope this has
added to the experience of the Observe and appreciate your understanding.
Its this attention to our standards that rightly sees us as one of the premier Groups in the IAM and
all involved can feel proud to be a part of NAM and its success.
2011 has seen a record number of Associates go through to successful tests this year already
which is possibly the most gratifying praise of all.
So, we have one of the best trained Observer teams and meet every [almost] Sunday of the year
and to keep all these guys and gals sharp, we need to constantly recruit new associates to guide
through the process to test and beyond. Our Free Better Biking Days have been a major part of
introducing bikers to Advanced riding and we are attending rally's and dealer events to promote
these days throughout the year.
If you would like to be a part of the team at any of these events please let Dave John , Jim Payne
or Penny know and we will include you in the information stream on forthcoming outings. You can
be an old hand, a newly joined associate or a friend of the Group, its your experiences and
enthusiasm we need to pass on to potential new members to show then we might be professional
in our approach but we are at heart all bikers and a sociable lot too!
Its the busy season - Welcome again to our new Observers, our new faces and our newly test
passed members, we need you all to keep us at the high level we have achieved and intend to
keep up!
Have a great season
Geoff
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
Forthcoming Events
Due to the unique British weather extended rides may be postponed or canceled. If you don't
know how the drop-off system works ask an Observer as we use this on extended rides. The
website has any last-minute changes, you should check this on the day before a run for
updates. Where there is a contact name this person MUST be informed of your intention to
participate-not all rides will start from the usual car park. With 'external' events with entry fees,
tickets or course fees it is up to the participant to book and pay neither the organiser nor NAM will
be taking monies for these. Contact details are on the last page, or email the secretary. You must
ensure that you and your machine are capable of completing the length of ride and participation is
at the rider's own risk. Some runs are only available to full [test-passed] and reassessed
members. Reassessments are free and can be undertaken on a Sunday.
June
2nd-5th
BMWMOA French Connection Rally, Pau in the Pyrenees. John Durrant.
18th-19th
“Bemsee” racing at Silverstone. See page 19.
Mon 27th
Ron Haslam Race School-Group 6. David Morris/Jon Read
July
1st-3rd
BMW Motorrad days , Garmisch-Partenkirchen, Germany Official show days so a
couple of extra days to get there and back. Darran Johnson
17th
Dragon Boat Race
31st
Extended ride-Ace Cafe 140 miles, 0830 start. Full & Reassessed Members Only.
David Morris
Tue 26th
Ron Haslam Race School-Group 6. David Morris/Jon Read
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
August
Sat 20th
Trials School. David Morris.
21st
Brackley Festival Of Motorcycling
25th-28th
Goldwing European Rally [Treffen], Anglesey. Geoff Russell
Sat 27th
Wheelie School. David Morris/Jon Read
September
4th
7th
10th
10th-17th
Extended ride-Snetterton & Hunstanton 300 miles, 0730 start. David Morris.
Motocross School. David Morris
Better Biking Day
Ventenac [France] trip-you will need a day or two either side for travel as well.
Geoff Russell
Tue 20th
Ron Haslam Race School-Group 6. David Morris/Jon Read
October
1st
Ride To The Wall
November
13th
Extended Ride-Remembrance Sunday to Duxford 0900
December
18th
26th
Xmas Group Ride No observed rides today 0915
Wild And Woolly
Dodgy Roads
Rushden, A45 slip road / Ditchford Lane: The roundabouts have badly broken up
road surfaces.
Daventry, bypass to A361 junction sliproads: The half-hearted attempt to repair the
gouge in the centre of the lane is already breaking up.
Daventry, roundabout on A45 by the Total garage: More failing road ‘repairs’
leading to a hazardous surface.
Southam: Town centre and approach roads for miles in each direction have been
resurfaced so expect loose gravel.
Gloucestershire: An increase in the number of solid white lines on straight roads
with lots of visibility where it is safe to overtake with care lead to unbroken ones on
the top of junctions in an amazing contribution to road safety.
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
News
“Insurance SORN” goes live on the 20th of June
In the February issue of
we reported the DVLA’s
imminent ‘Insurance SORN’. Further information
has come through via Harvey Upton that if your
vehicle is taxed but not insured you could be fined
and have your vehicle seized. In the Q&A section
of the DVLA website it states:
“How does this affect a vehicle used only in the
summer?
If you have a vehicle that is not insured, but which
is still taxed you could face a penalty. This includes
motor caravans, motorbikes and classic cars-all
vehicles that people sometimes leave uninsured for
part of the year.”
This may seem fine and dandy, but smaller bikes can only be taxed for 12 months. You have to
surrender the tax disc for any vehicle that is uninsured, which means that you only get a refund for
the number of whole months left on the tax disc-so surrendering one on the 2nd of July that
expires at the end of August means you only get one month’s refund. It appears from the DVLA’s
rates that the 6 month tax disc has been reintroduced for the 401-600cc class judging by the
current prices published on the DVLA site:
6 months
12 months
Up to 150cc 151-400cc 401-600cc Over 600cc
n/a
n/a
£29.15
£40.70
£16
£35
£53
£74
The Big Brew
Over the weekend of 7th-8th May Hein Gericke in Northampton and Bikers World at Daventry held
a Big Brew weekend to help raise money for the Ride Out campaign with the charity Spinal
Research, funding groundbreaking research into spinal cord repair.
TT rider Guy Martin is endorsing the Big Brew: “When I decided to support the Ride Out campaign
for Spinal Research, I didn’t know that I’d have a big accident at the Isle of Man TT in 2010. I
fractured the bones in my upper back, but luckily I didn’t damage my spinal cord. It could so easily
have been a different story and I’d have wound up paralysed. That’s why I decided to support Ride
Out and combine my love of tea with motorbikes-all in the name of a good cause!”
Free Weight Training
A suspicious amount of ‘bad back’, ‘recently broken wrist’ and ‘but
I’m a girl’ excuses were used when NAM were requested to help in
the filming of a ‘how to lift a dropped bike’ video clip.
Original ‘model’ Katie took extreme measures and had a horse fall
on her to avoid being filmed, so we had a strapping bloke with the
body of an athlete [sumo wrestler] lugging a ‘fallen’ ER5 upright
several times. The NAM version of the film on the Group’s YouTube
channel, complete with nail varnish and dainty rings.
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
News
2020 vision – IAM to change driver behaviour to reduce road deaths
The IAM launched its ten-year road safety strategy in May, which proposes that the road safety
industry should aim to reduce road deaths on UK roads to 1,000 a year by 2020, saving 1,000
lives over the period. The strategy supports the UN Decade of Action for Road Safety 2011-2020.
With the vast majority of crashes caused by human error and lapses in concentration, the IAM
believes that tackling driver and rider behaviour is the key to cutting road deaths. For its part the
IAM is developing products, such as Momentum for young drivers and DriveCheck 55 for older
drivers, as well as promoting advanced driver, motorcycling and cycling training. These are
proven to improve road safety. The IAM also want to see driving on rural roads to be part of the
driving test and a new post-test training system for young drivers which builds on the success
achieved in Austria. There, further training in the first 12 months after passing the test has reduced
young male fatalities by nearly 30 per cent.
The IAM’s “F1RST Register” Launched
Membership of the ‘F1RST Register’ is awarded to those candidates who achieve a score of ‘1’ in
every category of the advanced test [or, at the discretion of the Examiner who may recommend a
candidate if they have a ‘2’ in certain categories] .
Associates who achieve all ‘1’ scores in their advanced test, or Members taking a retest and
getting the same marks will become a F1RST member, as will existing IAM members complete a
members driving or riding assessment and achieve a score of all ‘1’. Current Members who
achieved a score of all ‘1’ in their test taken within the last three years will also be invited to join
the F1RST Register retrospectively. Members of the F1rst Register will get discounts on IAM
events including Skills Days, and may qualify for entry to the ‘advanced’ level of IAM motorcycle
Skills Days, subject to confirmation.
“Careless Driving” To Be Dealt With By Fixed Penalty Fines
Police are going to be given the powers to issue an ‘on the spot’ fine and points for “careless
driving” [driving without due care and attention] rather than the case being dealt with in court.
Driving too close to the vehicle in front, undertaking and pulling out into oncoming traffic are
usually considered careless driving, as are reading a map or fiddling with a radio [BMW and
Goldwing riders take note]. Previously the offence would win a driver or rider 3-9 points and a fine
of up to £2500, the fixed penalty fine will be £80 with three points. There will also be an offer of a
driver education course in some cases, similar in format to the speed awareness courses currently
available.
North-West Motorway Lights Turned Off
The lights are being turned off on the following stretches of motorways: M58 J4-6, M65 J7-10 and
M66 J1-4 to save money and reduce light pollution.
Test Passes
John Martin [pictured] Kevin Storey and Mike Anthony
became full members in May, this brings the total of test
fees we are able to refund down to single figures.
Not to be outdone Tom Palacio and Penny Ganser have
qualified as Observers after passing their final written
exams.
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
Smoother Riding
“Lower Limits” Positioning
Advanced riding is all about being in the right position at the right time. In ‘nationals’ you would
position for the best view around a bend-left for rights and right for lefts unless there are other
considerations. In lower limits you should weigh up the advantage of seeing a few more yards
with the possibility of a problem from the left.
Would it be wise to position towards the left when you have [a] a boy racer in his souped-up STI [I
think that stands for ‘sexually transmitted infection’] up your back who would think you were
inviting an overtake and try to pass as you held to the limit? [b] there is a large building on the
edge of the road that may shield a vehicle reversing onto the road you are on? Or [c] where the
path is narrow people stepping into the road, kids or animals running out? In all limits your safety
is paramount. In most ‘lower limit’ circumstances maintaining a position 1/2 to 2/3 between the left
edge of the road and the centre line means you can maintain a command position while having
time to react to problems and keep an escape route to the left if you need it.
Engine Braking Vs. Braking With The Engine
As advanced riders we try to avoid unnecessary braking and our planning ahead lets us slow in
plenty of time for bends or lower limits. But if you are forcing your bike to slow down by using the
engine you may place yourself at risk.
Engine braking is exactly that, you shut the throttle and change down as appropriate to conform to
the ‘G’ part of IPSGA. If instead you are using G to control S you are braking with the engine
rather than using engine braking. While you may think that you are impressing the Observer by
not showing a brake light you are placing yourself at risk if the driver or rider of the vehicle behind
is dozing off and fails to see how quickly you are decelerating. Twin and triple cylinder bikes will
have more engine braking than four cylinder bikes and far more than the average car. If you are
slowing normally a dab on the rear brake to operate your brake light is a good idea if you have
following traffic.
“Oh God, Oh God, We’re All Going To Die”
Had a moment in a bend lately? Thought not. As the NAM publicity leaflet indicates, there is a
difference between razor sharp and too many close shaves, and your training and experience is it.
If everything is going wrong all at once [don’t ask the Ed about the 5 landings in a ‘plane with
heavy crosswinds and the fuel warning light coming on] just look to where you want to be. Target
fixation on a large, immovable and painful object is a bad idea, looking to the bit of tarmac you
actually want to be on is a better option. Your bike will go where your nose is pointing.
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
IAM Skills Day, Mallory Park
This was my 3rd skills day and each one has been at Mallory so I felt comfortable I knew what to
expect. The feedback from the previous events had prompted the IAM to reduce the numbers on
the track, which had a knock of an increase in price. I agreed with the reduction in numbers as I
myself had felt the frustration of bikes bunching up on the bends and was prepared to pay a little
more.
Having been on these days before I booked myself in on the Intermediate group. Previously I had
seen the difference in the riding and felt this was where I would place myself. Having arrived at
Mallory Park at 07:55 I went to the local garage to top up before going into the circuit, only to find
the garage opening times had changed and they didn't open until 08:00. I decided to go into the
circuit, book in and come back for fuel before going to the briefing at 08:15. Having signed in I was
told the briefing would be at 08:15 prompt and there was a good chance I would miss the start and
not be allowed on the circuit. Slightly ticked off I waited for the briefing, and waited and waited.
The briefing finally started well past 08:15 and whilst listening to the meaning of the coloured flags
and watching the late comers arrive, without penalty, I was a little annoyed at the thought of
starting the day without a full tank. Anyway, the briefing over we were introduced to our instructors
and a general overview of how the day would evolve. This time, there would be a 20 minute
session on circuit, 20 minutes in the classroom and 20 minutes with our instructor, up to the last
session of the morning where there would be an hours break for lunch and resume again in the
afternoon.
The first session was a sighting lap, which was done at slow speed and allowed us to familiarise
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
ourselves with the circuit. The next sessions introduced us to counter steering, with further
sessions focusing on braking, relaxing, and a number of other skills we could try. After 40 minutes
theory we were back out on the circuit, which was where I had my issues. Our instructor had told
us he wanted us to follow him for 2 laps, after which rider number 2 would leap frog him for a lap
where he would watch our lines. After this lap rider number 2 would go off an do his own thing and
rider number 3 would take the lead position and he would be followed for a lap, and so on until all
5 riders in the group had been through this system after which our instructor would pick us up and
follow us as he saw fit on the circuit.
I was rider number 2 and after the 2 warm up laps I took the lead and did as instructed.
Subsequent sessions we went from slowest rider at number 2 to fastest rider at number 6 with the
instructor in position 1 and riders in position 2 ,3,4,5,6, but slowest to fastest. I was put to the back
of the group because the instructor had to wait on the track for the rest of the group to catch up
and it all went to pot. Those of you who know how I ride can get an idea of the speeds on we were
travelling.
Unfortunately other groups used a different system where they had 2 warm up laps and then went
off and did their own thing, with instructors picking them up on the track. This meant I spent the
first half of each session playing "follow the leader" whilst being attacked from behind by quicker
riders.
After 3 sessions like this I made my thoughts known to my instructor as I felt uncomfortable
travelling slowly on the circuit, didn't like watching my mirrors as much as I had to and not gaining
anything travelling well within my comfort zone. I was advised to do my own thing and when I saw
I should be taking the lead to make my way through in preparation to take up my position. This
seemed to work better but I never felt I was given any feedback on my riding, making the day
more something for the instructor to do, rather than for our benefit.
The weather was good and overall the day
itself was good, but it could have been a lot
better. I spent the first 2 sessions at less
than road-legal speeds, and consequently
could have learnt what I did on the road
without the expense of the day, and half of
the other sessions were spent at road-legal
speeds. Having said that, once I was
allowed to run at my own pace I felt I learnt
a lot.
There is an argument to suggest the way
our instructor ran his sessions was the
best as no-one in his group had a spill,
which is more than can be said for other
bikes, but I would have preferred to make
progress and learn at my own pace and
take the consequences.
This beggars the question, would I go on one of these days again ?
Before paying for another one of these days I would want to be sure I knew who my instructor
would be, their background, and how the sessions would work. I would also be sure at any future
track events I had my fuel arrangements sorted out before arrival. You can buy fuel at Mallory so
it's not a real problem, but I would have preferred to buy it cheaper at the local garage.
Maybe my next trip to the circuit will be with Focused Events-anyone interested ?
Jim Payne, number 3 on the yellow Daytona with the purple helmet.
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
First Impressions: CBR6ooRR and BMW S1000RR
The Ron Haslam School at Silverstone run CBR600RRs in
the Permier class and Jon Read and I have had a blast
around the International Circuit on these, and Jon has also
had a go on the BMW S1000RR on the Stowe Circuit.
While a track isn’t any way to test the real world use of the
bikes, you do get to see them at full wallop. The ‘11 600RR
feels like it has had an extra 100cc added over the ‘09 model.
While before you had to get to 9 000 rpm to get any pull the
‘11 model has more low- and mid-range. The gearing seems
different as well, a little ‘taller’ than previously allowing the
second-gear corners to be attempted-and taken-in first.
I’m not sure if the handling has been made sharper too, but with my inclination to put my entire
upper body well off the side of the bike the chances for knee-down antics were less than Jon’s
technique of going around corners merrily scraping away his slider, and we were still under the rev
limiter in 4th when the instructor’s CBF1000 was out of ‘go’ in 6th-around 145mph When the
instructor was ‘Blade mounted 6th gear was briefly hit before hauling the brakes and dropping to
third to make it around Stowe-that’s around 160 mph to 85-ish in under 200 metres, so the brakes
work well. With the throttle wide open the 118 bhp engine will guzzle half of it’s 18 litre tank
capacity in around 50-55 miles. It’s quick and fun although a tiny machine [standing up the seat
was lower than a backside that is supported by a 29” inside leg measurement] so if you cramp
easily you may need to look elsewhere, but if 600cc sportsbikes are your thing then a look at the
‘11 600RR should be considered if buying new. If it says ‘ex demo’ hope it’s not one that Jon or I
have abused ridden.
I managed to blag a BMW day out at Silverstone’s
Stowe Circuit to try out their new S1000RR. I
arrived at 0800 to check in and help myself to the
free breakfast. After signing in and having a quick
tour of the bikes controls, how to change from rain
to race mode, left mine in race as it’s not my bike.
Session 1 followed, a parade around to learn the
track, if 160 mph down the straight is a parade. 15
mintues gone back in for the two groups to have a
go and enjoy more food, cookies and drinks, all
free again from BMW.
Half a hour later back out for a faster paced session and now you can really see how well this bike
feels, brakes hard but controlled, flick it from one way to the other and still no problems, feels like
my R6, crack open the fly by wire trottle and wow off into hyper space as the 193 bhp engine
pushes you along, as I kick down for the first corner the slipper clutch comes into its own and
stops the rear locking and dumping me on my arse. After another 15 mintues I have a huge smile
on my face and feel like signing on the dotted line. Thanks BMW and what a bike. Back in for a
free lunch and then I managed to get another 2 sessions in the afternoon.
Jon Read.
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
NAM group riding part two-Marking the route.
On NAM organised rides there are two systems we use to keep the group together and to stop
riders getting lost.
For small groups the ‘buddy’ system is used. This simply means keeping the bike behind you in
your mirrors. This system is best for riding in small groups, up to five or six bikes. The advantages
are that no one has to be ‘dropped off’ which can maintain a better average speed than the ‘drop
off’ system. There are several disadvantages, namely that when slower moving vehicles are
overtaken the leader must slow and wait for the rest of the group to catch up, and losing sight of
the bike in front for only a few seconds can cause the group to be split up. In heavy traffic use of
the buddy system can be considered. A less confident rider in the group can cause the average
speed to drop so they are best kept in P2, behind the leader. The more confident riders normally
sit towards the rear of the group.
The illustration [right] shows a typical buddy
formation. The yellow leader keeps the bike
behind in their mirrors and the others stay in
their relative position within the group. The
orange tail bike should know the route and can
act as a leader to the tail of the group if the
bikes get split up and lose sight of the one in
front. The bikes are normally staggered to allow
each rider a view ahead, the illustrations in this
article are to give the reader an idea of how the
system works.
For larger groups the ‘drop off’ system is used.
This is a way of letting everyone ride within the
speed limits at the pace they are comfortable
with while not losing anyone. The average
speed of the lead bike will be slower, but there
are no problems with overtaking slower vehicles
then needing to wait for the rest of the group.
In the first illustration [left] the group is in the
normal line astern formation. The yellow leader
and orange tail bike never change their relative
positions and ideally both know the route and
are in radio contact. All the other riders will
change position during the course of the ride.
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
At a deviation from the ‘straight on’ the leader indicates for the second
[P2] rider on the red bike to stop and wait for the group to pass as shown
left. The marker will sit with their indicator on and/or arm out where
appropriate. The rest of the group will pass the marker until the tail bike
approaches.
As the tail bike reaches the turn they indicate for the marker to move off,
or if appropriate pass the marker who then re-passes them to join the
rear of the group in front of the tail bike. The green bike is now the new
P2 and will act as the marker at the next junction.
The whole group apart from the leader
and tail will rotate position in the group
and take turns at being the marker.
Used properly this method of route
marking is highly successful. If any
member of the group wishes to leave
the ride they can simply stop and tell
the tail marker. Bear in mind that at
roundabouts you will need to be ready
to take the last exit if you can’t see the
marker or where the previous bike went on the approach. For
right hand junctions the marker will normally be positioned in the
entry to the junction rather than before it [below].
On any Group organised ride you will be advised which system
is in use and who the lead and rear bike are. Whichever system
is in use there is to be no overtaking within the group, except for
passing a stopped waymarker or someone who has stopped to
leave the ride.
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
How to avoid decorating the spare bedroom
Tuesday 12th
Avoiding that decorating is going well, learning this observing stuff however …
Mnemonics, Acronyms, Initialisms and TLA’s appear to be everywhere you go these days [I work
in IT so I am no stranger to these phenomena] and I have found that NAM, the IAM, our SO’s,
GO’s and us TO’s excel at generating them. After my time in Wales, having been paired up with
an SO of my own and having followed an observe I knew it was time to start introducing myself to
a few new ones and building up a crib sheet. We all know [or should know] IPSGA and POWDER
so I decide to start there.
Since I have got back into biking POWER (Petrol, Oil, Water, Electrics, Rubber) has had a D
inserted for Damage
P. Petrol. Pushing your bike as half of the NAM membership ride past is embarrassing.
O. Oil (all types). Sump and gear oil should be checked either at the oil window or with the dip
stick, the level of brake and clutch reservoirs should be checked, and on two stroke machines
don’t forget the two stroke tank never rely on the warning light, you don’t want a seized engine.
W. Water. Check you coolant level and make sure you have anti freeze over the winter.
D. Damage. Relates to any danger that may be present due to general damage on the bike.
E. Electrics (all switches). Do all the lights, indicators and horn work as they should?
R. Rubber. Tyres inflated correctly, have enough tread and are free from damage.
The next Acronym come across is IDEALISM. But I have since been told that IDEALISM has now
been replaced with ABC HARLEY D [So happy I didn’t spend too much time memorising that
one!]. ‘ABC HARLEY D’ helps me remember;
About them; introduction, how they like to be called, their riding history, previous experience, their
current knowledge of IPSGA, check their documents, and an eyesight test using a nearby
registration plate.
Bike Chat; Acknowledge how nice their bike is, get them to walk round and show you a
‘POWDER’ check, or guide them through it. Comment on their clothing, and advise accordingly.
Cover this session; How did the last one go, and find out / agree what they need to cover /
concentrate on this session. The aim of the ride. . Are they ready to put in for test?
How today’s ride will go; No pressure. ride normally. Remember speed limits, and traffic laws etc.
Ahead only; We will go ‘ahead’ at every junction unless the Observer indicated beforehand.
Route; General route. Lost? Missed signal? I will wait.
Explain; Observers positioning, why we do this, not to worry.
You! Remind them of their responsibilities, that they are riding for themselves, it is their driving
licence. They are responsible for their actions and consequences.
Doubt? If the rider is in doubt, particularly overtakes, then don’t!
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Two others have come up since starting this training which I include here for reference;
OAP [besides being another name for a senior?] stands for Observe, Anticipate, Plan-I like that
one as it only has three letters and three words.
The four S’s-‘Safe’, ‘Smooth’, ‘System’ and ‘Speed’ there is a fifth S as in ‘Sparkle’-not sure if that
comes from riding style or from dragging the foot pegs along the tarmac although the Ed may be
able to answer this with his ‘modified hero blobs for increased ground clearance’ method of riding.
Sunday 17th
Another glorious day. Spring is definitely here so I expect good numbers and given the recent
BBD probably a few new faces. I spend some time ‘meeting and greeting’ and have a good chat
with a gent who refers to himself as a ‘newbie’. I launch into the A’s and B’s of my newly [nearly]
remembered ABC Honda or is that Harley D’s. I’m not sure if I am pleased that I am picking up
the briefing bit or annoyed that I am so shallow I now need a mnemonic to hold a conversation.
I spot my mentor Karl has arrived so I head off to intercept him. Karl happens to be chatting with
one or two old faces so I do another lap of the paddock and our paths eventually cross. I find that
he has already been allocated an associate by the lean, mean and ever efficient machine that
NAM is. We make our introductions [the A’s] and have a read of the associates check sheet to
see where we are at just as a horn is blown [no whistle? It’s only been one week and I already
miss the whistle] and we gather for our weekly group brief and a presentation [which is always
pleasing to see]. We return to our associate and Karl continues his journey through the B’s, C’s
and finally D’s of the pre-ride brief. The check sheet had shown that the associate has a couple of
recurring issues and we agree that those will be the focus of the day.
We mount up and head off in the rough direction of our destination. We use a mix of dual
carriageway, motorway and twisties and even from my P3 position it is obvious our associate has
taken in a lot of what he has been taught in previous observes but the two areas highlighted
during the brief are indeed an issue. We stop for a mid ride debrief. I have mentally prepared a
list of good bits and bad bits and I wait patiently like a school child [resisting the urge to put my
hand in the air] desperate to tell ‘sir’ what I know. Karl quickly, concisely and professionally
explains everything I saw and a number of things I didn’t before I get a chance. As looking further
ahead and further through corners is mentioned I repeat a simple demonstration once shown to
me [I can not remember who but thanks anyway!] and we are off on our way. Karl does a short
demo ride through a few flowing bends and our associate then retakes the lead.
On our final run in our associate comes across a couple of ideal overtake opportunities and makes
a reasonable job of both, I on the other hand end up getting ‘hung out to dry’ when holding an
offside position and manage to cross a solid white on my way back in. This teaches me probably
the best lesson of the day; I ride at my best and safest when I pay full attention to the road, what I
am doing and what is happening around me. The art of observing others whilst not reducing the
level of concentration on my own ride is a skill I need to acquire [and preferably quickly]. I need to
raise my game even further if I am to do this as well as I want to and indeed am expected to.
The debrief goes pretty much as expected and our associate understands and clearly accepts the
input he is given and Karl makes some suggestions for homework. We all agree that he needs
time in the saddle, the ability is there and is screaming to get out but without doing the mileage,
spending the time on a bike and riding to the system progress will be slow.
Karl and I have a brief chat about how the day had gone and he reminds me he is not around next
week. I believe that means I will be out with another observer which I am fully looking forward to.
He also reminds me that I should be learning the briefing-already there-ABCHyosungD-How hard
can it be?
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The day is sunny and the obvious road home is closed to all traffic-I don’t need many excuses but
that one is far too good to waste so I take a less direct route home finally arriving back just as the
low fuel warning light starts flashing each time I go round a left hander. Good day.
Sunday 24th Well the morning started with a bit of a quandary-the weather has been great for the
past three or four days but my good lady insists it will rain today-hence the dilemma. Do I wear
my leather jacket or stick to the textiles? I go with the textile jacket on her advice but combine it
with my leather trousers-a rather fetching look even if I say so myself.
I arrive pretty much on time at Mid Summer Meadow Car Park [after 9:00 but before 9:15 is my
aim] and am closely followed by my mentor that I was not expecting to see-he was due to be
working but due to various reasons is in Northampton and not Cancún-their loss, my gain. Being
a bank holiday weekend I am not sure what to expect numbers wise-it could go either way. As it
happens we appear to have few observers and a lot of associates but as always the slick, well
oiled and ever efficient NAM group organise things and people are paired up and happy. Karl
reminds me that it is my turn to do the briefing this morning and asks if I want to ride P2. The brief
I was expecting to do and P2 would be nice but I think one thing at a time so decline the offer to
start in P2 but think about taking over when or if we stop en-route.
Karl and I are allocated to an associate that has been with the group for a while but has not been
out with us for many months. Karl explains that I am training to be an observer and gets the OK
from the associate for me to help with the observe. I start my briefing with the A [for About] of my
mnemonic and I am trying to listen to what I am being told but at the same time I am trying to
remember the rest of my ABCHarleyD – as a result by the time I get to C things get into a mess. I
try to recover but fail miserably and thankfully Karl fills in the blanks I have left and leaves our
associate with a much clearer idea of what is going to happen than I did. I had laminated myself a
card with all I need on it but decided I didn’t need it-I was wrong. Next time I will refer to my crib
sheet.
The first part of ride goes well, our
associate is perhaps a little rusty on riding
to the system but shows many positive
signs. We stop mid ride for a chat and as I
am still kicking myself for my poor
performance brief wise I don’t feel it would
be a good time to mention running in P2.
Karl makes a number of observations [and
thankfully I have picked up on most of
them] and our associate takes them on
board. The second half the ride does show
signs of improvement in some key areas
and the final debrief is relatively
straightforward. If our associate can
increase his frequency of rides with us and
smooth things out a little I can see no
reason why we should not see a test pass
this summer from him.
As for the wardrobe dilemma referred to
earlier my misses got it wrong, no rain. I
should have stuck to my guns and ditched
the textile jacket -by the time we left
Empingham the sun had well and truly
broken out and I was somewhat warm all
the way home.
Mark Curtis
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
I Wanna Be A Racer: Part 1, Preparation
Most of us have dreamed the MotoGP dream: the fame, the speed, the pay and of course the
adoration of the members of the appropriate sex. Paul Fox and Chris Capewell have even driven
a Winnebago to get a feel for the off-track life in a motor home.
As it takes ten men with their feet on the ground to
support one with his head in the clouds I had a careful
look at my bank balance, and finding it to be five
figures [£101.34] I needed to reassess what was
realistic for a middle-aged rider with no real track
experience apart from thrashing the posterior off one of
that nice Mr Haslam’s bikes.
Then the “Bemsee” race meeting programme from
Snetterton last year springs to mind. Where’s that
page again...ah, here we are: “Make the dream a
reality” it says “3 days on track...race prepared
bike...coaching...four races”. That’s for me then. So
who do I contact? One of the ‘Big Four’? Nope. Are
BMW letting me loose on an S1000RR? Not a chance.
The British MZ Racing Club? Yes. No ‘brolly dolly’, no
sponsorship, no mobile home. Just me, second hand
leathers and a bike built to run on anything liquid that
will burn and hasn’t been drunk by an Eastern Bloc
factory worker. Enquiries were made and the process
started. £50 later and the ACU’s ‘CTC’ course is
booked and the race licence application arrives. The
medical section is filled in honestly apart from the
question about mental problems. Although I stated
‘no’, surely getting into racing at the age of 41 should
mean a resounding yes?
A phone call to Chris Palmer, the man in charge of looking after beginners reveals that I need a
dog tag as well. Jackie was going to lend me one with ‘Max’ on one side and her phone number
on the other but I really needed one with my name and date of birth on it so they know what to put
on the headstone. A trip to the engravers in Towcester and six quid later and we’re sorted.
As it’s my first licence I have to get my eyes tested as well. Colour blindness is not the best thing
to have if flags of various hues are being waved to tell you what to do and a good field of vision is
needed too, as is being able to focus on something further away than the visor. Luckily my work
DSE biannual sight test was due as well, so I got the test run in with that.
I have most of the kit I need, but a pair of race quality gloves are missing from the wardrobe.
Although there is no official standard apart from no holes , no metal studs and made of leather I
felt with my past experience that a set of knuckle dusters-sorry, protectors-would be an idea. Try
as I might I couldn’t find a comfortable set, but after traipsing around numerous bike shops I
eventually found that Held made an acceptable pair. Paranoia also meant more money given to
Knox for a chestplate, and a second pair of boots were bought as well as a ‘practice’ lid. I plan on
wearing my Arai for the races, but the advice of ‘don’t bin an expensive lid on a practice session’
was taken. On a sunny Monday in April I head off to Rugby and the ACU headquarters.
Despite being an Observer I can’t find the place. Luckily for me a postie is doing his rounds and
points me in the right direction. Still can’t find it. Then a cunningly concealed sign points me to
the offices. As the ACU’s source of income is the forty-three quid that each racing member has to
pay for their licence each year the gardening budget has been slashed, which is something
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
they need to do to the greenery obscuring the
sign.
The course was brought in after someone asked
why a 15 year-old who has never ridden a bike
before can be let loose on a 150+ mph 600cc
bike just by asking permission. So the ACU
decided that training and appropriate riding
experience is needed. To prove you can ride you
can apply for a ‘Clubman A’ class, meaning you
have a road licence [DVLA group ‘A’ is
motorbikes, see what they did there?], show your
motocross experience [ Nov 2010] or do the
ACU’s ‘see, I can ride a bike’ session.
After finding my way to the relevant room, the
instructor for the day, Eddie Nelson introduced
himself. Eddie is a long-standing ACU member
and ‘Clerk Of The Course’ at the TT and other
events, so he should know his stuff. A
PowerPoint [work of Satan] presentation ensues
with Eddie relating the history to some of the
rules.
Warnings about the inadvisability of trying to forge the signature of
a race official to get the upgrade to a non-novice upgrade and lose
the ‘lepers jacket’ and the reason for all four-wheeled vehicles in
the paddock needing a 2kg powder fire extinguisher were given by
Eddie.
After three biscuits and several cups of water it’s final exam time.
An ‘open book’ 18 question exam could be passed by the average
rider who had watched a race or two anyway, and apart from two
people who got the age limit wrong [a case of “But she said she
was sixteen m’lud”?] we all scored full marks. Presentation of our
certificates was met with no applause and adulation at all.
The certificate is valid for a year so you need to apply for your race
licence by then, and if you don’t race for three years you need to
re-apply for the CTC and then you are able to pay another £50 for
the privilege of resitting the course, and would probably want to
eat your bike’s weight in biscuits to get your money’s worth.
With another box ticked it’s time to apply for my ‘Bemsee’ club membership and get the ACU form
stamped up so I can finally get my race licence. That’s another £32 spent.
Now to tie up with Chris Palmer the bloke who looks after the ‘wannabes’. Luckily Chris lives near
Bicester, so after a 150mph hurtle around the bit of Silverstone I won’t be using on race day I pop
over to say hello and Chris introduces me to the bike I will be using.
Hold on, it’s in bits!
During the last race the crank weight came off and tried punching it’s way out of the vertically-split
crank case-now vertically split in two directions. As I’m an engineer it’s always interesting to see
the ‘guts’ of an engine. The racing trim MZ has it’s cylinder skimmed-by around 20mm. A Wiseco
piston replaces the original which allows the bike to rev to 9 500 instead of 6 000 rpm.
The other racing modifications are the scrapping of the oil pump [25:1 is used as a pre-mix ratio],
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
the exhaust moving to the left so that “you are less likely to damage
it by crashing as UK circuits are right-handers”. There is also a
profusion of ‘Bike’ magazine stickers on the tank and tail fairing as
one of the ‘journos’ had been out on it a week ago. Where’s my
duct tape...
On arrival at home I find an envelope from Bemsee. Normally they
send the stamped form to the ACU, but being careful I had it
returned to me so I can pop up to Rugby with all the paperwork and
ensure I don’t forget anything.
The booking forms all arrive in a booklet, but the practice day has
to be booked separately to the racing weekend. The fine print of
the additional rules is studied and the forms mostly filled in before a
couple of emails were fired off to the offices of ‘Bemsee’ and to
Chris Palmer to cover the last couple of points.
Next job is to get the race licence, so off to the ACU office again with chequebook and what I hope
is all the correct paperwork. Ten minutes at Rugby and not only is my paperwork in order but they
issue me with my licence and orange ‘rookie’ vest, with the rule book to follow in the post. £50
more from the Banco De Morris.
Home again and a couple more sections of the entry form are
filled in, but a look on the back of the ACU licence makes me
wonder as it has the classification ‘Road Race-National’
although I applied for a Clubman ‘A’. An email to the ACU
reveals they made a mistake and they are to send me out a
corrected licence. There was me thinking they saw me ride
yesterday at the Haslam school [where I bought another set
of leathers ‘just in case’] and gave me a ‘bye’ to a higher
grade.
Now that everything is sorted the wallet is unchained again and once the moths have dispersed a
further £300 is liberated. I needed to hire a transponder to record my lap times and as the
marshals at the Bemsee events are unpaid, so I chucked a miserly £17-50 their way to make the
racing part of the weekend a round £300 and help with their expenses.
Spend so farKitLeathers [2 second hand sets from Ron Haslam] £100, repairs and mods to same £140 [Rachel
Dobbs Leathers]. Boots [2 pairs] £220 [Haslam School and John Lee]. Helmet £330 for Arai
Chaser [with 10% discount Haslam School], two visors for the Arai £100 [Bikers World, Haslam
School]. Box “Magic Roundabout” lid, & dark visor £120 [John Lee]. Gloves £90 [Silverstone
Kawasaki]. Dog Tag £6. Knox Aegis 8 back protector £60 & Knox chestplate £25 [Bikers World].
2 sets of knee sliders £45 [Bikers World, John Lee]. Total £1186
Administration & paperwork£50 ACU Competitor Training Course, £43 ACU licence, £7 for orange jacket, £32 for Bemsee
membership, £5 for passport pic from a photobooth, £105 hire fee for the MZ, £145 for the Friday
session and £257.50 for the weekend. Transponder hire £25. Donation to the marshal’s expenses
fund £17.50. Total £687
Total £1873-well over three times more than ‘around £500’ as quoted in the programme! Expect
cocaine prices to drop due to a surplus and a lot of high-class call-girls to be out of work as I won’t
be funding either of those habits for a while.
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
Get Your Kit Out
Arai Chaser/Chaser V Helmet £320-430
Needing a ‘gold star’ lid [see previous pages], and wishing
to avoid the ‘it’s not as comfortable as it was in the shop’
syndrome led me to an Arai of the ‘Chaser’ flavour. The
Ron Haslam Race School uses these as their standard lids
and after hurtling around Donington and Silverstone at
speeds approaching Warp 3 you get a bit of a feel for the lid.
Feeling a bit patriotic led me to get the St George’s Cross
paint job [there wasn’t a Union Jack/Flag available, and the
St George isn’t made any more either] for a bit over
standard. But rather than the ‘how nice is the paintjob?’,
how nice is the helmet?
For a start, if you are of the four-eyed section of the riding
community the Arai is as comfortable as my Caberg flip
front, although I have to remember to remove the bins
before putting the lid on or taking it off. At a speed of 150
mph+ at Silverstone the lid is quieter than my Caberg at a slower speed. Not only is the helmet
aerodynamic when looking forwards, shoulder checks present a noticeable lack of drag, nice on a
dual-carriageway, motorway or autobahn.
I got away with a standard fit of the large variety, but the cheek pads are replaceable and a perfect
fit can be obtained. The helmet has more vents than I can count on the fingers of one hand. As I
bought the lid at the Race School I had a ‘free’ pinlock anti-fog system fitted. To be honest a bit of
Bob Heath spray or leaving the vents open would be better when riding at night as the plastic
insert gives a double image of oncoming headlights.
The only other downsides are the unusual visor lock and the draft. There is a catch that can be
used to lock the visor in the down position, nice when you are approaching Mach 1, but mildly
irritating until you get used to it. The draft is up from under the chin bar, and no worse than other
lids without a dam or deflector. These are mild annoyances until you get used to them, and once
you are the Arai comes into it’s own as world-class lid. Bikers World at Daventry are Arai 5 star
stockists. Darker visors are available at £55, and come in half- or full black.
Hein Gerricke Pathan Evo 3-Finger Gloves £50
I’ve owned and used a pair of Pathan’s for a few
years and a slight dribble led me on another
pilgrimage to HG in Northampton for a replacement
set. The newer version has a wider cuff for fitting
over your jacket and a grippy palm on the leather
version. The three finger design helps keep the
heat in where it does the most good and if you buy
an appropriate size you can wear another, thermal,
set of gloves as well when it gets really cold.
One complaint though, and harking back to the
original gloves-why is there no thumb wiper on the
things?
Print out the ad on page 17 in this issue for £10 off
the gloves.
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
The Fifth Column
When travelling continental Europe we do so with a sense of peace, tranquillity, order and comfort
but it is essential that we follow the Parvus Explorare and be prepared. To this end one can follow
selected methodology. I find it useful to make sure one has at least a basic knowledge of which
country you are in. [n.b. it is a never ending source of wonder to me that in conversation with fat,
red, ill-dressed, drunken, sweaty, touring Populi Britannicus, I find they haven’t the faintest idea
where they are, as long as there is an eat-and-drink-as-much-as-you-can facility and not too many
bloody foreigners].
Upon arrival in Gaul the sistersi may once have been useful but currently the “You Row” appears,
though teetering, to be the currency of the day. If you are travelling with a pillion, try to get them to
do the negotiating for room rates/beer/food as I find many pillion passengers know far more than
the rider [allegedly]. As there are only two of you being able to count to two is useful, saying “J’ai
une letter de credit” usually gets you ejected so in modern parles franglais wave your visa card
and stick up deux fingers as in un, deux, trios, quatre, cinq etc. But remember, the French care
little what you say as long as you pronounce it correctly.
If you travel further afield it may be helpful to consult the Oracle named Google and ask for
Foreign and Commonwealth Office (FCO) Travel Advice/country. It usually replies with; there is
the perpetual danger of terrorism, there is indiscriminate terrorism, particularly in popular
prominent places. Also you may get killed on the roads as the driving is dreadful, you may be
mugged, robbed or sexually assaulted. The site says you should register with the FCO ‘Locate’
programme so they know which brothel you are visiting [and may give recommendations] you
might easily get killed by wildfire or avalanche. Now that advice is not for Outer Genghiskhan or
darkest Africa, it is the advice for travelling in France-so; be very afraid. [I wonder what the French
say of Great Britain?]. If while you are in France, skiing down a mountain while being mugged and
sexually assaulted by Al Qa’eda, before you buy that package holiday remember, Caveat Emptor.
Mind you, this advice goes for anywhere in Europe thus indemnifying the FCO from responsibility
[but why are we taxpayers paying for a large department to state the blindingly obvious?].
However, if you happen on Russia or the former Soviet Union satellites the following is useful:
Da =Yes
Nyet=No
Pivah= Beer [Baltika is a nice brew at 5.7%]
Addeen=One
Dsua=Two.
Tree [as in out of]=Three.
Cheteri=Four.
Pyet= Five
Suinaa=Pork.
Gouedina=Beef.
Ribaa=Fish.
Salad Zilone = Green Salad
Pshalsta=Please – i.e: Pshalsta Tree Pivaah
Tree Pivah Koladna=[cold] Pshalsta. Doesn’t seem to matter which end the Pshalsta goes.
Skolka Stoit=How Much? [as in emmachisit – shit reeaaally?]
Shut [Lancashire]=The Bill [Pshalsta] this usually has an incredible number of zeros.
Spasiba=Thank you
Dobra Deen=Good evening
Dobra Nodge=Good Night
Beatus Peregrinari,
Heracles Piles
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The E-Zine of Northamptonshire Advanced Motorcyclists June 2011
Contact Details
Group phone number
Address
08700-427648
PO Box 7124, Wellingborough, NN8 9BA.
On the 'net:
Website:
Forum:
www.nam-mc.org.uk
northantsadvancedmotorcyclists.freeforums.org
YouTube:
www.youtube.com/user/NAMotorcyclists
Facebook:
Northamptonshire Advanced Motorcyclists
Newsletter: [email protected]
Senior Observers: Richard Debell, John Durrant, Darran Johnson, Geoff Russell, Harvey Upton,
Dave Wilkinson. Karl Williams.
Observers: Marc Buckel, Chris Capewell, Penny Ganser, Kevin Farley-Goddard,Paul Fox, Paul
Fowler, Dave Harrop, David Linnitt, David Morris, Nic Morris, Tom Palacio, Jim Payne, Jeff
Pearce, Mike Whitbread
Observers in training: Mark Curtis
IAM Regional Group Coordinators
Terry Towler Phone 0115 846 5870 / 0771 388 2854 Email: [email protected]
Tony Clarke Phone: 01462 894624 Email: [email protected]
NAM Membership Rates.
Group memberships run from May to April or part of the calendar year, and ALL expire on the last
day of April, becoming due for renewal on the first day of May.
NAM membership prices: Single £18 / PayPal £16 / Direct Debit £15
Joint £27 / PayPal £25 / Direct Debit £24
Contribution for Observed rides is £8, please remember to pay your Observer.
IAM Membership.
IAM membership renewal is separate and renewable on the anniversary of your enrolement-the
IAM will contact you directly to renew your membership.
New Associate membership of NAM is by means of the IAM's "Skills For Life" package.
Two fee options are available: £139 for a single payment or £144 for two part. The fee includes
one years Associate membership of NAM, 'How To Be A Better Rider" handbook, the latest
Highway code, prepayment [on the single payment option] of the IAM test fee and the first years
Associate membership of the IAM. Full membership of both the IAM and NAM is triggered by a
test pass.
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