www.coventryadvancedriders.co.uk

Twisty Roads RoSPA

COVENTRY

ADVANCEDMOTORCYCLISTS

RoSPA

COVENTRY

ADVANCEDMOTORCYCLISTS

RoSPA

COVENTRY

ADVANCEDMOTORCYCLISTS

RoSPA COVENTRY

ADVANCEDMOTORCYCLISTS

RoSPA

COVENTRY

ADVANCEDMOTORCYCLISTS

RoSPA Gold - the highest riding qualification a UK civilian rider can attain

When you look and feel this good - perhaps advanced training is not for you!

For everyone else there is still RoSPA Advanced Motorcyclists Coventry!

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Welcome

September 2013: Issue 39

Welcome.....................................................................From the Chairman...............................................Training Officer’s Report.....................................Michelle does ART at CSS...................................Helite Airbag Jackets for Motorcyclists......Terry White Memorial Ride...............................Martin Shepherd escapes to Black Forest......Brackely Festival of Motorcycling (BFoMC)...Diary Dates and Contact Details 2013.........

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Welcome to the September issue of Twisty Roads! There’s been a lot going on over the past few months so quite a number of things to report on in the newsletter.

Also, a big thank you to Michelle Routledge and Martin Shepherd for their entertaining articles. It certainly sounds as if you both had an excellent time!

Bike wise - the Michelin Pilot Road 3’s are still going strong - have worn well, kept their shape and so far covered 7000 very varied miles. Front and rear seem to wear as a pair and I think they’re probably good for another x miles. Needless to say I am still delighted with them.

Finally, the website has also had a bit of refresh so the technical issues we had earlier in the year have now been banished! A group email has gone out with some revised instructions for adding images etc within the members area. Should anyone wish to submit an article for future newsletters - it really is very easy. Just send me some text in an email, some pictures if you have any, and the rest just gets sorted out by my good self to suit the space available.

PS I hope no-one minds but after his stunning riding at the MotoGP at Silverstone I have swapped our homage from Rossi to Marc Marquez.

Jane McNeill

Chairman’s Report

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Hello all,It’s that time again when the rain starts and we know summer is nearly over. Hopefully all of you managed to get a few miles over the summer.

Thank you to Jim Whitmore for leading the Terry White Memorial Run, I unfortunately couldn’t make it due to other commitments but have been informed it was a good turn out and everyone enjoyed the day.

I would love to talk to you all about my new bike but I won’t bore you with that so thought I would just mention instead that the new Motorcycle Roadcraft book is now out. I was so eager to read it I have purchased one. I couldn’t wait to get home and read it when the other half told me it had come.

I will start off by saying that the pictures are great, an improvement on the old ones and there is a really exciting bit towards the rear about emergency response riding, other than that not much else has changed from the old one.

I have been reliably informed that there is only 14 more Saturdays to go before Christmas yeah, dark nights cold mornings, just the ticket to ride the bikes.

Stay safe Lee Nash - Chairman

136 Motorcycle Roadcraft – The Police Rider's Handbook

The rider’s actions

The rider’s actions on a path through the bend

Counter-steer left

Gear phase

Speed phase

Acceleration phase

Counter-steer right

If the bike is in a stable state whilst cornering and the road surface is providing good grip, maintain a positive throttle to follow a smooth curve.

PO

SI T

I VE

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RO T T L E

Weight transfer during cornering will alter the bike’s stable state. Weight transfer forward during a turn will increase the self-aligning effect and straighten the steering. This will happen if you remove power (close the throttle) or apply the front brake. If you don’t anticipate and counter the effect of weight transfer, the bike will lift and straighten – ‘sit up’ – out of a turn. You can correct weight transfer by further counter-steering. But be aware that steering becomes far harder whilst braking.

Using the back brake whilst cornering causes oversteer and normally tightens the turn.

Using the throttle to increase speed has the opposite effect and tends to straighten the bike out of the turn.

Many bends tighten throughout the curve. Counter-steering will allow a tighter turn. The limiting factors will be the road surface grip, and the angle of lean that the machine allows you before it grounds. If a foot peg, exhaust pipe or any other attachment touches the floor and cannot bend

www.roadcraft.co.uk

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Chapter 7 – Cornering, balance and avoiding skids

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Using the limit point

Read the diagram from the bottom of the page upwards.

Approaching the bend

At first the limit point appears to appears to remain at the same point in

the road.

Reduce your speed to be able to stop safely within the remaining distance.

As you approach the bend take information about the sharpness of the

bend and carefully assess the appropriate speed for cornering.

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142 Motorcycle Roadcraft – The Police Rider's Handbook

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Just before you enter the bend

Just before you enter the bend the limit point begins to move round at a

constant speed. Adjust your speed and gear, if necessary, to the speed of

this movement.

You now have the correct speed and gear for the bend. Select the gear to

match the speed before entering the bend.

143Chapter 7 – Cornering, balance and avoiding skids

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Going through the bend

As the bend starts to straighten, your view begins to extend and the limit point starts to move away more quickly.

As your machine straightens and returns to an upright position, increase your acceleration towards the limit point.

As the bend comes to an end, continue to accelerate to catch the limit point until other considerations such as speed limits or new hazards restrict your acceleration.

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Chapter 7 – Cornering, balance and avoiding skids

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The double apex bendSome bends have been deliberately engineered with a tightening curve or

‘double apex’. Misjudgement of the double apex bend has proved a cause

of serious crashes on left-hand bends, particularly for motorcyclists. In this

type of bend, the curve that the rider initially sees on the approach to the

bend continues to tighten so the final curve is much sharper. If you plan for

the whole bend on the basis of the curve that you see initially, you run the

risk of ending up in the path of oncoming traffic.

Careful observation and using the system of car control to match your

speed to the limit point should help you to accurately negotiate deceptive

bends like the one shown.On an unfamiliar bend, be prepared if necessary to adjust your

steering as you travel around the bend.

The curve is much tighter where

the yellow van is.

If the rider has adjusted speed

and steering for the visible

part of the curve, the bike will

be travelling too fast and risks

running wide into the path of

oncoming traffic as the curve

tightens.

The printed book is available now, with a PDF version is coming soon.

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Training Officer’s Report

A recent example being while I was riding home from the September committee meeting, and when reaching the first part of the A46 without street lights I noticed that my headlights seemed particularly useless. After a few minutes of riding, I came to the conclusion that the dipped headlight bulb had blown, leaving me just with just full beam as an option. I decided it was safer to continue as isand to sort it once I got home.

I guess it’s a drawback of having lights permanently on, with one bulb for dipped and the second for full beam, there will now always be one bulb with a considerably shorter life-span.

I wouldn’t mind but it was only recently that I worked out that the real reason the lights were so rubbish was because they pointed to the sky. Obviously not something that gets checked as part of a service! Frustration with the patheticness of the lights had already lead me to upgrade the bulbs and so a bit more effort allowed me to work out how to check and modify the headlight adjustment within the confines of the garage.

Anyway, the moral of the story is, if your lights are rubbish (or full beam seems to do nothing) - check that they are aligned correctly. As a second step, you could also consider upgrading your bulbs to something with a longer beam and whiter light. It makes riding in the dark much easier and safer by giving you an earlier indication of what’s coming up, and others more advance warning of you.

I am pleased to say that we have had a steady stream of new Associates join since the last newsletter, so a very warm welcome to:

Mike Underhill, Mark Franks, Chris Pierson, Bob Ballinger, Wayne Stevens, Chris Moakes, Wayne Lord and Mehrdad Pourzyaie. I am sure you will all find your training to be a rewarding and enjoyable experience!

Congratulations also to Jim Whitmore, who has retained Gold in his Advanced Tutor 3-Year Re-Test.

We also have two new Observers - George Dye and Mike McRanor, both of whom have successfully completed Part One and Two of the Observer Training Course. Both have been allocated Associates - so it’s over to you to now show your true skill!

As a word of re-asurrance to Associates - just remember that no matter who you have as an Observer - ALL are gold standard riders, and ALL take pride in their ability to guide you through the training process with enthusiasm and skill.

With the new Roadcraft book now being available, all future Associates joining the club will be provided with the new version in their Welcome Packs. As such, the committee took the decision to provide all of the Observers with the latest version. This is ongoing and ensures consistancy in the cross-over. Any Associates coming up for test, or any members due for a re-test have nothing to worry about - there are no significant changes to catch you out - just a bit of a re-jig of the existing information.

Interestingly, it does now include both the POWDER and IAMSAFE checks. To date, we have used IMSAFE - but maybe we should change, as the first ‘A’ - new to us - is for ATTITUDE.

You are obviouly all aware of the need to conduct regular POWDER and IMSAFE checks - but even after all that there is still oportunity to be caught out - so always keep an open mind. A simple change - and road legal!

www.roadcraft.co.uk

Also, if you do it yourself, you know how to change the bulb and so could deal with it in an emergency or on holiday in Europe where you’d otherwise risk a fine!

That’s it for the moment.

Jane McNeill Training Officer

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Michelle does ‘ART’ at the California Superbike School

It’s been 4 years almost to the day since I first sat on a motorbike, beginning with my CBT. It’s been 3 ½ years since I passed my DSA test. And finally, some 18 months since receiving silver in my first RoSPA test. Initially this began with a very tall learning curve which is totally normal given my age (41), sex (female) and inexperience of the biking world. I was initially like a child with a new toy, soaking up any instruction, advice or reading material like a sponge and trying my hardest to put it all into practise. But this cycle of learning and improving seemed to peter out. Had I learnt it all? Was this it and I could no further improve.........I was I felt a long way from being a competent rider and knew that inside I was far less assured than people thought. And so I looked for other ways of furthering my skills, challenging myself to new experiences, holidaying on the bike abroad, half day courses designed for people who like me, were looking for the answer as to how to ride like those around me who seem to ride so effortlessly. And so upon my return from a trip to Germany which was fulfilling and rewarding, allowing me to get to know my new Street Triple intimately whilst desperately trying to find the missing piece to the puzzle, I was reading the latest issue of Ride magazine. In this a very experienced motorcycle journalist had attended an Advanced Riders Training (ART) course run by California Superbikes School. I’d heard of the school and visions of track days flashed by and although this was something on my wish list to do before I hang up my biking boots, it wasn’t on the near horizon. Upon further reading it became apparent that this wasn’t on a track. Whilst it is held at a race track it’s actually run on a specially designated area, others may call it a car park. It is run by the same instructors as the full race school but aimed at those with lower expectations. The Ride article summed up the course as a good taster for what the school could offer at a much reduced rate (£99 for 4 hours). I quickly signed up, and the following Friday I arrived at the Rockingham Motor Speedway track for my morning of tuition. Yes I was petrified, yes I was wondering what the hell I was doing here, but I knew I’d feel like that and knew that I’d either love it or hate it and would survive no

matter what. The result was 4 of the best hours of my biking career to date. Already in the classroom I was being challenged and I’d not even started up the bike. The tuition at the outset was thought provoking, they were making us (only 8 riders on the morning) work for our reward of getting out on the circuit. We were taken back to basics and told to ride the circuit (the size of a football pitch in length but much wider) using only one gear and no brakes. Eventually we were let loose in 3 groups of 3 and 2 riders for each session (a total of 4 sessions in all). I was in the second group with only one other rider. Having only tentatively completed half of a lap, I was gestured to leave the circuit and take heed of one of the 3 instructors who were strategically placed throughout. This was expected as discussed in the classroom but only after one half of a lap. Really? I was told to stop acting like a woman and stop the multi-tasking, I had been caught doing two things on a corner. Now I was beginning to panic, this was all going against my short-lived habits and I began to talk through the whole new process as instructed again. The whole point of the course is to understand and then put into practise the setting up and continued stability of a bike in corners. It enables the rider to find the optimum point for each turn, how to manoeuvre with the ease that others do, without any grimacing, clenching and tensing up. This is all done in a controlled environment, one that cannot, except at another school, be repeated. I gradually began to improve with each lap and when I got it right I knew it, but one very tight corner eluded me and I only once out of ten attempts got it right.

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As I came off for the next group to have their chance Spidey, one of the instructors, came over and studied my helmet, jacket and position on the bike whilst wearing them making sure that I wasn’t being impeded whilst riding, this is the sort of detail that they go to in order to help each individual. He then got some cones and proceeded to place them at points on the track aimed at helping me to get this one difficult turn correct. Things got much better and I began to get thumbs up by the instructors and I was also rewarded by catching up the other rider out with me who had flown off in the first session but whom I had managed to overtake in the learning curve. We went out on the track a total of 4 times and visited the classroom thrice. Each time we fed off each other, saw the improvements and felt the success. The last session came with the instruction to use 3 gears and brakes, bearing in mind this is all done at relatively low speeds it was quite an ask. At last our track time (car park time) was over and the next group for the afternoon began to arrive, another pack of 8 riders. We had a last debrief and were encouraged to follow up any issues after the course and tell others of the experience. I left determined that I would return home cross country in order to practise all that I had learnt. When I arrived home I was exhilarated. My ride had felt much different, more confident and controlled even from the inside. My tyres were evidence of the change in my riding style and to this day I am very grateful that I threw caution to the wind and had a go. This course is not aimed at ‘know it all’s’, but at motorcyclists who believe they have room for improvement. Other riders on the day included retired gents who have been riding for decades, young men who were eager but not in any way obnoxious to know more and a couple of riders who had passed their DSA but done no other training. We all received excellent one-to-one support and nobody was made to feel inferior or a lost cause. The article which had initially set me off on this journey had said that although the journalist didn’t learn anything new, he certainly went away a better rider. I believe that most of us know what we are supposed to do; look where you want to go, take the correct line and go in

slow to come out fast. But where else can you go to ride a circuit specifically set out to challenge the different types of corners? One that allows the rider to repeatedly try and retry these enabling fine corrections or bad misjudgements without any horrible consequences, which then reward or give the rider the chance to have another go until each one is mastered. I did email and speak to one of the instructors about personal issues over roundabouts and how it fits into the training. I am pleased to say that out of this came an offer from Spidey to come along and talk to the group which has been arranged for the October 16th meeting. I understand they will be bringing along the lean simulator which can be found on their website, for what I am sure will be a very entertaining evening. This was back in July and since this one morning I have attended a couple of Group rides and been out with friends who have watched me ride from day one and I’ve received repeated comments on how my riding has come on and the confidence I now exude, all of which is nice to hear, but deep down I can now finally say that I know how to ride a bike. If anybody is unable to attend the group meeting in October and wants to know more, take a look at the school’s website and feel at ease to call them and ask whatever you need to know without feeling any pressure.

Michelle Routledge

www.superbikeschool.co.uk

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Helite Airbag Jackets for Motorcyclists

www.helite-motorcycle-airbagjackets.co.uk

The August group meeting featured a guest speaker from Helite Motorcycle Clothing - Lee Lowry. They are the UK distributor for a range of motocycle jackets and vests, which are designed to inflate should a motorcyclist have the misfortune to be parted from their bike!

The role of the jacket is to protect an individual’s vital organs in the event of a crash. It also works in conjunction with your helmet to help stabilise your neck and spine.

Originally developed for the equestrian market by a french entrepreneur, the idea has been expanded to use it a number of markets and the jackets are now standard issue for rescue workers for French civial protection, the spanish police in Madrid, test riders for Michelin and many more.

Given the level of interest, we’re in the process of trying to arrange a ‘try out’ day, probably in Warwick mid October, where anyone who’s interested can come along on their bike, regular riding jacket etc and try one for fit and comfort on their own bike. Starting at around £450 for a vest, it’s a lot of money to spend without the re-assurrance of knowing it won’t get in the way of your normal riding. Details will be provided once we’ve sorted things out.

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The Terry White Memorial Ride is a an annual event, taking place in August as our tribute to Terry White - whofounded RoSPA Advanced Motorcyclists Coventry in 2002.The route we have used to date, is the last ride-out Terry lead in May 2009 and is just a chance for us to enjoy and remember some of his favourite roads and most impor-tantly the spirit with which they were ridden !

As an Observer for the Coventry IAM, Terry represented both groups with a similar passion and vigor, also paving the way for the use of civilian riders as BikeSafe Observers.

A big thanks to Jim Whitmore for organising and leading the ride, and to all that attended, including the members of the Coventry IAM that were able to come along. As always, it was an enjoyable and entertaining ride.

Terry White Memorial Ride - 25th August

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We roll into a petrol station in the town of Bastogne on the Belgium/ Luxembourg border. The tour leader says ‘Right folks this is the hotel for the night’. After a long day in the saddle having ridden from Calais to Cambrai and then cross country on largely straight roads we were dismayed as well as tired. A petrol station as a hotel? Good grief. But to our surprise the rooms were air-conditioned, tastefully decorated, well equipped, quiet and comfortable. Disaster was averted, and the world was spared the story of British bikers rioting in Belgium.

Ten hours earlier we’d all met in a group at the entrance to Dover docks as part of the British Bike Tours Black Forest trip. Me and Michelle not been on an or-ganised trip before and didn’t know if we were to be with Rossi wannabees or Harley plodders. So taking stock of the bikes lined up we had a mix of all sorts from a GSXR1000 to an FZ6, to a BMW 1200RT and no less than five Triumphs. The riders aged from mid 20s to mid 60s. Our tour guide, Raz was a one legged ER6 pilot from Devon.

The rules were simple. The ride worked on 2nd man drop off, with someone taking on tail end Charlie for half a day at a time. Overtaking was permitted so that the faster riders could work up to the front to do the drop off and then repeat the cycle. And so off into France we went.

Day two dawned bright and sunny and we headed off up yet another straight road on the promise that there would be more bends. Just mentally preparing myself for another morning of upright riding we abruptly turned right into an onslaught of rolling hills and twisty, well surface B roads. After switching brains to sports mode, we were off. After an hour of this we stopped at a junction to re-group and soak up the views before setting off down a series of narrow valley roads taking us into Germany. Michelle got to do her first hairpin bends of the trip. Handily the first one we encountered featured

an upside down Ford Ka to bring us a reality check. We stopped for coffee at a little bar that looked like it hadn’t changed much since your granddad passed through on his way to Berlin in a tank. Eventually at lunchtime we rolled up to the Nurburgring. Sadly upstarts called Mercedes AMG had the ‘Ring booked for the day so we couldn’t do a lap, but after a snack and a drink we were back off onto more entertaining roads. The afternoon started with open flowing A roads, but we were soon back in the midst of narrower twistier valley roads through villages, farm land and forests. By now place names were passing in a blur, although the common thread was how pristine the villages were. It was not just the lack of litter, but the grass was all neatly cut and the firewood was stacked in neat piles.

We ended the day with a hairy run through Kaiserslautern where the traffic lights did their best to split the group into fragments. At least the hotel looked like a hotel this time. We had the option of going into the centre of town for dinner, but most of the group opted to eat at the hotel as we were all a bit frazzled. A Tiger was suffering a bit with a dodgy cooling fan by now, but that was the only casualty on the trip. We were getting to grips with who’s who in the group, the quick, the slow, the cornering demons and the straight line sprinters. As ever there were the poseurs (Mr CBR who wiped his bike down at every fuel stop) and one of the young lads who rode his TDM900 with a fluidity that belied his baby face.

The following morning after a predictable disaster on our room bill we rode out to ride more challenging roads. By coffee we had managed to lose one member of the group. The odd thing was he was in the middle of the pack and for no apparent reason turned right when the rest of us turned left. A local rider was his knight in shining armour and led him to us. Although he said following a knowledgeable local on a K1300S was a bit of a lively run! Then we headed up to do out first mountain pass. Mummelsee and although

Belting Black Forest

Pausing for breath after the first set of twisties A sociable stop waiting for the return of the lost CBR

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it wasn’t a particularly tight or steep pass, it was well surfaced and with good visibility we made good progress. Mummelsee was a popular stop for bikes and classic cars alike and had a mountain lake with a Merman legend to boot.In the afternoon we tracked along the French-German border and were swinging our way along valley bottoms, past scores of timber mills (it’s not called the Black Forest for nothing). Michelle had worked out that doing the drop off was tricky for her as she tended to end up at the back of the group and stay there, particularly on the mountain roads where overtaking was difficult. She improvised a technique of waving people through once she was 3 bikes from the front which solved the problem. We rolled into the small French village of Baldersheim to stay at the Hotel Au Cheval Blanc. This was the smartest hotel we stayed in with pool & sauna, but by the time most people had unpacked and showered the only destination was the restaurant, which happened to be outdoors street side.

For reasons best known to the residents of Baldersheim there was a parade in the village on the night we were there. To the uninitiated observer (us) it seemed to consist of the population following the fire engine round the village. I’m sure there was more to it than that but I wasn’t able to work out what it was!

The following morning was one of the highlights of the trip, with the ascent of Le Grande Ballon. This is a mountain road that features on the Tour De France and is a great mountain road, well surfaced, and challenging. To allow everyone to get the most from this ride (scenery or speed) we were given a rendezvous point at the top and then set off at our own pace. I chose speed over scenery and after 10km of vigorous riding (including 2 cobbled hairpin bends), I arrived at the top. The Angel STs on my Daytona had gone squirrely on a couple of the corners, so the descent was more relaxed as we got into a convoy of bikes led by a brave & determined cyclist who was managing 50mph on the straights. We then took in 2 more passes and at the morning coffee stop we bumped into another other British Bike Tour group heading towards the Alps.

Michelles confidence on the mountain roads was on a high and a nifty overtake of a Volvo on the exit of a hairpin only served to show how comfortable she now was.

However we now left the hills behind and the remainder of the day was on much more open and straighter roads as we moved into the Champagne region towards Epinal, our final stop. It was really hot that afternoon and being France on a Sunday there was no cafes or petrol stations open. By the time we reached Epinal we were gasping for fuel and refreshment.

Sadly the Epinal hotel was at the budget end of the spectrum, with lovely views of the railway yard. The evenings dining didn’t quite work out as planned either; we were sat by the cathedral whilst our tour guide was looking for us at the completely opposite end of town!

Monday morning and the long drag home was upon us. The initial part of the route took us through the rolling Champagne countryside, and Michelle was now starting to hassle the sports bikes through the corners, but we had no choice but to stop play and re-join the autoroute back to Calais, and then the long slog up from Dover to Warwick.

Would we go on another trip – yes. It is nice to have someone to lead you and knowing everything is organised when you arrive. You have little to worry about other than keeping someone in sight ahead and behind. The down side is that you can’t always stop at the little café or view point that catches your eye. The other thing I learned was that the Daytona was only just comfortable enough for the tour. But ripping up the Grande Ballon was worth the sore derriere. Oh and if you have to brake really, really hard because you’ve missed the man marking the junction, a Daytonas front brake makes a very odd noise…….

Martin Shepherd

Caution fun for the next 8kmA happy biker at the top of the Grande Ballon

For more information about the club please contact the group Secretary - Michelle Routledge

Mobile: 07825 599 557 Email: covadvancedriderssecretary@gmail.comWebsite: www.coventryadvancedriders.co.uk

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Brackley Festival of Motorcycling 2013 - BFoMC

Taking place on Sunday 18th August, the Brackley Festival of Motorcycling is a family friendly Festival celebrating all genres of motorcycling from trials to custom to road racing & beyond. The Festival takes over the High Street (which they close for the day) and the neighbouring school fields and has stunt riders, display teams, a wall of death, off-roaders, manufacturers, classics, road racers and racing celebrities and a whole load more. BFoMC is run by volunteers on a not for profit basis to raise money for the the Air Ambulance and another selected charity.

www.coventryadvancedriders.co.uk

The club meets every 3rd Wednesday at 7.30pm at the Foleshill Fire Station, Foleshill Road, Coventry, CV6 5HN. As well as being a great opportunity to meet other like-minded bikers, we endeavour to arrange an ad-ditional activity for the club night. This might include a guest speaker, presentations from members or a general discussion about riding and road safety.

Dates for your diary 2013

16th January

20th February

20st March - Group AGM

17th April

15th May

19th June

17th July

21st August

18th September

16th October

20th November

December - no meeting

Date

Sun 27th January

Sun 24th February

Sun 31st March

Sun 28th April

Sun 26th May

Sun 30th June

Sun 28th July

Sun 25th August

Sun 29th September

Sun 27th October

Sun 24th November

Leader

David Hitchin

Jane McNeill

Clive Mohamed

Phil Legate

Simon Broom

Pete Astley

Rob Phelps

Jim Whitmore

Gordon McCue

Martin Ward

TBC

Destination

Brunch in Ross-on-Wye

Rugeley Winter Warmer

Montford Bridge Cafe

Shropshire & Welsh Borders

Southcoast - Swanage

North Wales

East Coast - Skegness

Terry White Memorial Ride

Newbury Circuit

Chocolate in the Chilterns

TBC

Group Ride-Outs 2013

Group Meetings 2013

Additional Events 2013

Social Evening: Friday 22nd February - The Falcon Inn

Bike4Life FEST 2013: Sunday 21st April

Visit to Norton Motorcycles: Friday 10th May

Slow Riding Course: Saturday 13th April

Tutor Training Course: Sat 20th/Sun 21st July

Tutor Training Weekend: Sat 5th/Sun 6th October

Please try and attend as often as possible

Distance

130 miles

130 miles

170 miles

180 miles

300 miles

300 miles

300 miles

220 miles

170 miles

180 miles

TBC

For more information about the club please contact the group Secretary - Michelle Routledge

Mobile: 07825 599 557 Email: covadvancedriderssecretary@gmail.comWebsite: www.coventryadvancedriders.co.uk

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