Base motorcycle instructor survives crash without a scratch

I always tell my student riders that exposure to risks provide you more opportunities to be involved in a crash.

The acronym of "ATG, ATT" (all the gear, all the time) is heard a lot in my training classes and when my students see me riding later they also see me "dress as I talk, and practice what I preach."

That exposure to risks caught up with me March 11. While motorcycle crashes are unfortunately not that uncommon, it was my first personal experience with a high speed crash. My 2003 BMW R1150R was damaged beyond repair value. More importantly, I am able to share what did go right after my initial wrong choices accumulated into what could have easily been a fatality. Obviously, that was not the case. I actually came out of this experience without a broken bone or a scratch

. So this is my success story.

I was returning from a week in San Marcos, Texas. I was into my second day of riding with five hours behind me on I-10 about 200 miles from Jacksonville. I was about 25 miles from my next gas stop as I approached yet another tractor-trailer. Nothing new here, head check, change lanes, accelerate, the car will be clear when I get there. MSF talks about a simple strategy to manage risk.

Carl Bennett, traffic and recreational safety specialist for BMT Designers and Planners, shows his motorcyle after the accident and the equipment he was wearing. The motorcycle was declared a complete loss because the frame was bent during the accident. Photo courtesy of Carl Bennett

The acronym of SEE (search, evaluate and execute) is used during all training events. I have come to think of it simply as "my plan." I assumed it would be clear by the time I got there, but I was wrong. And since I always quickly accelerate past these huge giants, I successfully placed myself in the trucker's blind spot.

"Plan A," did not account for the overpass we had all just gone over. These are the main elevation changes that occur on I-10, whether the semi sped up or the car slowed down truly makes little difference in the fact "Plan A" failed. I quickly overtook the car and obviously failed to effectively scan ahead, I was now in this trucker's blind spot on the left side.

Time for "Plan B." I immediately began to slow down. I knew I was hidden in the trucker's blind spot. "Plan A's" failure to account for the overpass continued to compound because usually after these overpasses follows an on-ramp. Rarely does a crash involve one factor, it is a combination of factors so probably an oncoming vehicle entering I-10 East caused this giant to quickly change lanes.

I saw the truck's front tire moving towards the white dashed line. I glanced at the recently completed construction on the edge of the road to the left that gave me maybe 12-18 inches of asphalt. I looked back at the truck moving quickly into my lane. Even if I did maximum braking at this point it was unlikely I would clear the trailer.

Now was the time for "Plan C," which meant the grass median separating the lanes. The second this took now seemed like hours as I reflect on the events. I steered my bike into the center grassy median without a second thought at 70 mph. My brain spit out orders like; stay off the brakes, keep your head and eyes up, gradually roll off the throttle, let the bike move underneath me and do not fight it.

I knew my best chance of survival was to ride it as long as possible. My witness stated that she was amazed how long I controlled it. Except for a brief moment when I pondered how much it would hurt and how big the bruises would be, my brain never stopped making adjustments to "Plan C." Besides, there was no "Plan D."

Finally, the lack of traction and my own inertia won out, my assistance on the bike was no longer needed and I felt myself high-side or basically being thrown over the top of bike. Again, my brain adjusted and advice from my brother about his motorcycle track experience came into my head. I remembered to tuck and roll. I know I tucked my arms in by the mud on one forearm pad of my jacket and my gloves showed zero impact damage.

I know I attempted to pull my legs in but due to the obvious spectacle I created, according to the witness in the vehicle following me, my legs were not as controlled. I did not check the speedometer, but I would suspect that somewhere in the 50-60 mph range is when my free flight began.

Lying on my back in the grass, I mentally checked for pain, opened my eyes and started moving one set of fingers, wrist, elbow and finally the whole arm. I checked each limb in the same fashion and each time to my great relief I appeared to be injury free!

By now, I was surrounded by people, and while no-one attempted to hold me down, they all echoed "don't move." So, I raised my visor on what had been my favorite helmet and calmly explained that I was not in any pain, nothing was broken, but I had to check my body out before I called 9-1-1.

To my delight, all my body parts were still intact, matching the places and pointing the direction they have been for the previous 45 years. To everyone's amazement, I stood up and walked around, finally feeling a small bump on my left knee.

A couple hours later when I walked into the Jackson County Hospital Emergency room, the nurse almost required a copy of the Florida Highway Patrol initial crash report to convince her I had been run off the road. The doctor was equally amazed. I had a bump on the left knee and a sore left ankle. However, the ankle was not swollen, my riding boots had worked! Upon further examination the doctor found no broken bones, scratches or bruising.

It took six days for the only bruise to appear which was on my left knee. Had it not been for a few sore muscles, I could have been to work the next day.

Riding gear and training truly works for those who wear it and regularly practice their skills. My plan constantly adjusted to each change as I recognized it. The semi-driver never stopped because he couldn't see me. Lee Park's Total Control book talks about the importance of controlling one's fear when riding. Having a plan focused my thoughts and prevented fear from guiding my actions. It was not until I saw the bike loaded on the tow truck at my home three days later that the realization of the seriousness of my crash set in. Frame damage caused it to be a total loss.

I will continue to dispute those who say I was just lucky. Luck is if I had closed my eyes and hoped for the best. Without a doubt, I messed up by putting myself in the trucker's blind spot, however my plan continually adjusted to each change, my dedication to always wearing full riding gear protected me and as an educator I can share this so possibly others will learn from my experience.

I now have a new 2007 Yamaha FJR 1300, helmet and jacket but I highly recommend against using this process for getting a new bike.