Louisiana Motorcycle Test Study Guide

A motorcycle needs more frequent attention than a car — a minor failure that is only an inconvenience in a car can cause a crash on a motorcycle (p.9). Before every ride, run the MSF T-CLOCS inspection: Tires and wheels, Controls, Lights and electrics, Oil and fluids, Chassis, and Stands.

• Know every control by feel — throttle, clutch, front brake lever, rear brake pedal, gearshift, turn signals, horn, headlight switch and engine cut-off switch (p.8-9).
• After mounting, check that the throttle snaps back to closed when released, the clutch operates smoothly, and both brakes are firm; clean and adjust both mirrors before you start (p.9).
• The primary source of inspection and maintenance information is the motorcycle's owner's manual (p.9).

In any crash you have a far better chance of avoiding serious injury with a DOT-compliant helmet, face or eye protection and protective clothing (p.5). The single most important thing you can do to survive a crash is wear a securely fastened, quality helmet — Louisiana requires one for every rider and passenger.

• Choose a three-quarter or full-face helmet that meets DOT standards, fits snugly all the way around, and has no cracks, loose padding or frayed straps (p.5).
• A face shield protects your whole face; goggles protect only your eyes, and a windshield is no substitute for either (p.6).
• Wear a jacket and pants that fully cover your arms and legs, leather or durable gloves, and sturdy over-the-ankle boots; do not wear tinted eye protection when little light is available (p.6).

Sit so your arms steer the motorcycle rather than hold you up, keep your knees against the tank and your feet firmly on the pegs (p.11). Your motorcycle has two brakes — always use both every time you slow or stop. The front brake provides at least 70% of your stopping power and is safe when you squeeze, never grab, the lever (p.12-13).

• A typical gear pattern is 1-N-2-3-4-5; stay in first gear while stopped so you can move out quickly (p.11-12).
• Squeeze the front brake firmly and progressively while pressing down on the rear; grabbing the front or jamming the rear locks the brakes and causes a skid (p.13).
• Change gears before entering a turn — a sudden change of power to the rear wheel can cause a skid (p.12).

Riders crash by taking curves too fast, then running wide or braking too hard. Use four steps: SLOW, LOOK, PRESS, ROLL (p.14). Slow before the turn, look through it to where you want to go, press the handgrip in the direction of the turn to lean, and roll on the throttle to stabilize the motorcycle.

• Press left handgrip, lean left, go left; the higher your speed in a turn, the greater the lean angle needed (p.14).
• In normal turns the rider and motorcycle lean together; in slow, tight turns lean the motorcycle only and keep your body straight (p.14).
• Running wide in a curve and striking the road or a fixed object is a primary cause of single-vehicle motorcycle crashes (p.29).

Each lane gives a motorcycle three paths of travel (p.15). There is no single best position — choose the path that helps you see and be seen, avoid blind spots and surface hazards, and keep an escape route. Keep at least a two-second following distance, opening it to three seconds or more in heavy traffic, on slippery roads, or when you cannot see ahead (p.16).

• Ride in path 2 or 3 if hazards are on your left, path 1 or 2 if hazards are on your right, and the center (path 2) when vehicles are on both sides (p.15).
• Riding in the center portion places your image in the driver's rearview mirror and discourages lane sharing (p.17-18).
• Cars and motorcycles each need a full lane — lane sharing is usually prohibited; never ride in another vehicle's blind spot (p.16, 18).

Experienced riders reduce risk with MSF's three-step SEE strategy — Search, Evaluate, Execute (p.20). Search aggressively ahead, to the sides and behind; evaluate how road conditions, traffic-control devices and other vehicles can create risk; and execute your decision by communicating, adjusting speed, and adjusting position.

• Search an area about 12 seconds ahead; anything within 4 seconds of your path is an immediate hazard (p.20).
• Handle two or more hazards one at a time — adjust your speed so they separate, then deal with each (p.21).
• In high-risk areas such as intersections, shopping areas and school zones, cover the clutch and both brakes to cut your reaction time (p.21).

Intersections present the greatest potential for conflict — over half of motorcycle/car crashes are caused by drivers entering a rider's right-of-way (p.21). Never count on eye contact to mean a driver will yield; if a car can enter your path, assume it will. Keep your headlight on — a motorcycle with its light on is twice as likely to be noticed (p.24-25).

• At a blind intersection, move to the part of the lane that brings you into the other driver's view as early as possible (p.23).
• Wear bright or reflective clothing and use your turn signals at every turn — then cancel the signal afterward (p.24-25).
• A motorcycle's brake light is less noticeable than a car's — flash it before you slow where others may not expect it (p.25).

When you find yourself in a tight spot, two skills save you: stopping quickly and swerving. To stop quickly, apply both brakes at the same time, squeezing the front lever firmly and progressively — never grabbing it (p.27). When there is no room to stop, swerve by pressing the handgrip in the direction you want to go (p.28).

• If the front wheel locks, release the front brake immediately, then reapply it smoothly (p.29).
• Never brake while swerving — separate the two, braking before or after the swerve (p.28).
• Maximum straight-line braking means fully applying both brakes without locking either wheel (p.28).

Wet pavement, gravel, mud, leaves, lane markings and metal plates all reduce traction. Slow down before you reach a slippery surface, avoid sudden moves, and use both brakes gently (p.30-31). When it starts to rain, ride in the tire tracks left by cars and avoid the oily center strip until surface oil washes away (p.31).

• Wet pavement is most slippery just after it starts to rain; patches of ice form in low or shaded areas and on bridges (p.30-31).
• Cross railroad and trolley tracks by riding straight within your lane — turning to take them head-on can carry you into another lane (p.32).
• At night, ride slower, open a three-second-or-more following distance, and use your high beam when not following or meeting a car (p.27).

A pre-ride inspection catches trouble before you reach traffic (p.9). If a problem happens on the road, stay calm and account for traffic and surface conditions. If a tire goes flat, hold the grips firmly, ease off the throttle, keep a straight course, and edge to the side of the road (p.33).

• Stuck throttle: twist it back and forth; if it stays stuck, operate the engine cut-off switch and pull in the clutch at the same time (p.33).
• Wobble: grip the handlebars firmly, close the throttle gradually, and do not brake — braking can make the wobble worse (p.33).
• If the engine seizes from low oil, squeeze the clutch to disengage the rear wheel and pull off the road (p.34).

Only experienced riders should carry passengers or large loads, because the extra weight changes how the motorcycle handles, balances and stops (p.35). In Louisiana the motorcycle must be designed for more than one person and equipped with passenger footrests, and a child passenger must be at least five years old (p.55). Keep cargo low, forward and securely fastened (p.37).

• A passenger should get on after the engine is started and in neutral, hold your waist, hips or belt, keep both feet on the pegs, and lean with you through turns (p.36).
• With a passenger, the motorcycle responds more slowly — ride slower, start slowing earlier, and keep a larger space cushion (p.36).
• Ride in a staggered formation, keep inexperienced riders just behind the leader, and move to single file for curves and freeway ramps (p.39-40).

Alcohol and other drugs degrade your ability to think clearly and ride safely more than any other factor — nearly 40% of riders killed in crashes had been drinking, and as little as one drink affects performance (p.42-43). An adult is legally intoxicated at 0.08% BAC; for riders under 21 the Louisiana limit is 0.02% (p.44, 60).

• Alcohol leaves the body at only about one drink per hour — drink two in an hour and at least one drink remains in your system (p.43).
• The first ability alcohol affects is your judgment of how well you are riding, so you take greater risks while believing you are doing better (p.44).
• Riding is more tiring than driving — protect yourself from wind and cold, and take a rest break at least every two hours (p.45).