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Everything posted by PittsDriver

  1. Hmmm, I would think that I can visualize being in the situation where I need to activate my anti-fixate antidote without engraining the judgement error that got me there You would know better than most the value of chair flying!
  2. Good point. That's why I think Hotfoot's advice about her trigger/response seems like the best in this thread. Whenever I catch myself being compelled to brake for something (like a corner) harder than I anticipated, use that as the trigger for a LOOK, GO reaction. I think the main point of my question is to discuss how to make a good response like this something I can do without thinking about it. When that "oh @#$%" moment happens, your thinking isn't going to suddenly catch up and get ahead of the action - just the opposite. In aerobatics we call that brain freeze. Hence my poin
  3. SRod321, I like it that you seem to have had enough survival reaction experience (or more to the point, constant reenforcement ) that you seem to have a proper reaction spring loaded in your reptilian brain. Wouldn't it be great if there were some training opportunities to get more riders where you are without the risk on the street. I can't remember if I mentioned this in my OP but the slide bike option at CSS was a great way to work on my SR from locking up the front or just panic braking. That's a great laboratory for demonstrating how I do exactly what I don't want to do in that
  4. I can't remember if I've posted this hear before - probably not. I have front/rear video running on my Super Duke and got this video last year when out in the hills of Virginia. A buddy was following me when this knucklehead came at me near the centerline. He then proceeded to get target fixated on my buddy and ended up passing him ON THE RIGHT! My apologies for the quality of the video which is about as good as the Zapruder film but you can get the idea of how dangerous it can be to target fixate. This guy had plenty of margin left to get leaned over and make the turn if he would have ju
  5. Thanks 53Driver. All those things you posted are great advice for how to properly set up and execute a corner in a way that keeps you mentally ahead (slows down the action) and having proper vision and a LOOK - GO mantra. If you train and engrain those habits I'm absolutely convinced you'll be a safer and better prepared rider. However, none of that addresses an antidote for your survival reaction of target fixating when you do find yourself in a completely unexpected situation. Doing all that proper stuff you covered helps reduce those incidents but sooner or later everyone finds th
  6. I've wondered about this as well that they can brake hard enough to lift the rear tire without putting stress on the bars and with one leg dangling. My presumption is that they're locked on well enough with the outside leg and that throwing out the inside leg still allows for them to further shift the CG in to the turn without further shifting around on the bike. It seems like there would be no way for them to have any front end feel if they were bracing with the arms.
  7. Yeah, I was so brain locked that when asked for airspeed I kept giving him our altitude.
  8. If you think spins can't induce some brain freeze, let's go do some cross-over spins where we'll go from upright spinning to inverted before recovering. The first time I did those with my acro instructor he told me just to fly straight and level after and say airspeed. As I was just trying to keep the wings level I said, we're at 3500 feet. Yep, I was that confuzzled. But the point is well taken that it'll be difficult to set up a target fixation SR to work on an antidote like the one Hotfoot suggested - when compelled to brake, look in at where I want to go.
  9. That's the best explanation I've ever heard about how the front should feel riding near the limit. I think I've spent a lot of my track time assuming traction rather than discovering it and I can see how that's holding me back from getting nearer to the limit. Thanks Cobie!
  10. It's personally comforting to me that there's more margin in the front than the rear - that's just how I like it.
  11. For riding at the track, the skill (or lack of) that's holding me back from advancing is feeling front end grip and riding near the limit. I'm not sure why. Maybe it's fear of a low side that's keeping me from riding near the limit? The one and only time I've ever put a bike on the ground was a low side in an off-camber decreasing radius where I felt like I had everything working just right until I was sliding on my back. I blame that incident on my stupidity of pushing cold tires but it's put a road block in my advancement and I wish there was a way to get past that to develop finer feel
  12. Another skill for street riders would be developing your spidey-sense for danger from other vehicles on the road. Unlike the track where you can put almost all your attention into looking where you want to go and how you get there, if you do that on the street that's when someone is going to pull out in front of you because you didn't notice that they hadn't made eye contact with you and were looking the other way. I guess in CSS terms, that would maybe be the wide view? Maybe that's still vision but with a different emphasis on detecting potential dangers.
  13. I think visual skills are far more important than the others listed. I think your school thinks so too You teach that and throttle control first because it's the foundation of all the other skills in that those two things keep you mentally ahead of the action unfolding in front of you. The only other thing I would add as a skill is being smooth and steady on the controls. If your vision and throttle control are good, I think you'll find that those quick reflexes, bravery, and other skills will get tested less often!!
  14. That came through in your original post and I just paraphrased it poorly. Thank again for all your (and Cobie's) insights on this! Wes
  15. Hotfoot, that's a great solution, or what I've been calling an antidote, for the SR. It's encouraging to know that it's something I can train myself to do if I've got it spring loaded in my mind to do that. A great aviation coach has famously said "Good judgement comes from experience; and, experience comes from bad judgement." Whenever I'm setting out on a fast paced ride with friends, I remind myself that there's always going to be riders willing to ride faster than me on the street - ride my ride. There's no checkered flags out on a twisty road.. The other reminder is to ride "the
  16. That's interesting Cobie and thank you for responding. They had a similar exercise at the school my son attended to get his motorcycle license. They were basically teaching that when confronted with a sudden decision to turn (obstacle avoidance) to push the bike down under you dirt bike style to get it turned more quickly. A question for the rider coaches on here - do you still catch yourself getting target fixed on those rare times when you've blown a corner or something surprises you out on the street? If not, what was it that you feel contributed most nulling out that survival react
  17. Now thinking this through, I wonder if this isn't a better topic to talk about with something like the MSF training rather than a cornering school? I brought it up here because I feel like I got a tremendous improvement from the California Superbike School in my skills out on public roads but this is one thing that I don't mind admitting that is still a work in progress for me. Because of the skid bike training I got at my Level 1/2 camp, I thought this topic might be of interest here. It'll be interesting to see what other reactions we get from this discussion from the CSS coaches.
  18. That might be interesting and there's probably several different ways to set this up. So we've got a defined corner, maybe 90 to 120 degrees of turn, with ample "no harm" run off area. Now let's say we've got set of cones that establishes that you must approach the corner on a "low line" where you are forced into an early apex. You start out on your first couple of passes at a speed that is easy to make the corner but then you increase the speed by 10 mph on every subsequent pass. It would reach a point that they have it in mind that on the next pass it's going to be difficult to make th
  19. Given what I know about the effectiveness of upset training in aerobatics, I'm thinking this is something missing in our training as motorcyclists. I'd contrast this with the training I got on the skid pad at my level 1/2 camp at VIR when we got rained out of our last couple of sessions. We took the bike with outriggers out and practiced locking up the front and felt the negative effect of the SR to tense up on the bars. Through repetition we eventually "got it" that if we were locked on to the bike with our lower body and stayed lighter on the bars during the braking, we got to the point
  20. Thanks for the reply Hotfoot. It's before I tip in to the corner. I generally try to ride with the attitude that I will not charge any corners on the road but during a weekend out in the mountains it'll happen once or twice that a corner surprises me (in one case I came over a rise that revealed a 90 degree turn). Yeah I know, I shouldn't have been outrunning my vision and I feel I'm pretty good with that. So this isn't a chronic problem for me. Still, I'll come upon a situation from time to time where I'm kicking myself afterwards for target fixing on where I don't want to go. A f
  21. *crickets* I'm guessing all the school coaches are out helping riders at track days. I'll just keep checking back here from time to time hoping to have the discussion. Until then, my post was probably too long so "let me sum up..." - paraphrasing Inigo Montoya How does a rider overcome the SR to target fixate when things don't go as expected? My main point is that the drills like the 2 step and 3 step are fine for having good throttle control and setting lean angle but not as an antidote for target fixation when dangerously hot into a corner. I always try to ride "The Pace" whe
  22. I haven't posted on here in a while but I think I've had an epiphany about my survival reaction to a corner that I've charged into too hot. It's been a few years since I've been to a CSS camp (L4 repeat offender). I'm humbly asking for you to help me think through the thing I'm still struggling with on target fixation. Apologies for this long post to get to my question. Panic, brain freeze, survival reaction - all characterize what happens to a rider when things aren't going as expected in a corner and the natural result for vast majority of riders is target fixation - they look at the
  23. Do you know how that pressure was determined? Was the goal best grip or was there a trade off for better tire life? No wrong answer here and I wouldn't at all fault for trying to get a bit more life out of them for the school. And, I know at that pressure my tires perform really well but just wondering what the method was of determining that pressure?
  24. Long, constant radius turns like turn 2 at Barber, 7 at Summit Point, and other carousel type long turns. I feel like I'm cruising through them or making multiple apexes out of them but never patiently holding good speed until time to roll back on for the exit. Esses, my temptation is to be rolling on throttle as I go knee-to-knee on the final turn of the esses. I can count on you guys to catch me adding throttle and lean as I tip back over in the opposite direction to exit.
  25. Very nicely written. I felt like I was there myself in the experience. Thank you for posting that up. Wes
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