What's wrong with this picture?

[tdw]

I saw this poster advertising helmets at the motor cycle show I attended a couple of weeks back. I nearly laughed out loud. Is this not an oxymoron ... naw, I think it's just a moron. LOL

 



Sorry, I don't mean to offend anyone because of their choice in helmet. I just can't believe that advertising a helmet by effectively saying "the least protective helmet" would be effective.

[Soupskin]

That's funny and sad.

Shaving bowls are not looked upon fondly here so I doubt there is any offense.

[NightHawked]

The market might be for those that choose not to wear one. To be legal this would be the least amount of helmet required.

[Hondo]

That's not a helmet, that's a hat -

[jerjohn]

That's not a helmet, that's a hat -

An ugly one too.

[Messorius]

We're getting a show out here in Feb and it's sponsored by Joe Rocket. I'm hoping to be pleasantly surprised since all their posters feature ATTGAT. The only other show in town is the tasseled leather/brainbucket crowd.

[Bumblebee]

That's a hat no matter what 3 letters are stamped on the back of it or who thinks it's a helmet.

That guy may look like a hero however he will be in for incredible amounts of unfunny injury if the Earth decides to punch him in the face then turns the belt sander on with that cutsie hat on.

Anything short of a FF or modular (closed and locked) offers no protection at all during a real world faceplant. And if you're riding FF, you'd be well advised to have the visor down and closed lest you get sand blasted in the eyes with gravel while sliding on your nose.

[nighthawk750s]

i never understood the appeal of getting you face peppered with road debris and bugs while riding at highway speeds. I can't even ride with my visor open at speeds above 80km/h (50mph)

[happycommuter]

So is "comes in" Engrish for "retracts?"
I like how the chin strap is shown completely unfastened.  That seems comfortable in the wind...if you get that fast.    we don't have the rolleyes smiley here....

Also, Canadia doesn't have the illegal helmets with the bogus 'legal' (here, DOT) sticker sold separately?

[slmjim]

Probably costs $29.99.
Those people know what their head is worth.
The Darwin Principle at work...

Good Ridin'
slmjim & Z1BEBE

[TDodge7]

I had a guy on the boardwalk at ocean city MD come up to me once, he was selling novelty helmets and could tell I had a bike. He started in with the whole speech about how great his plastic nazi helmets were, and then proceeded to tell me that he'll even throw in a fake dot sticker for free. I asked him why on earth I would want to wear a pretend helmet and why he thought throwing in a fake safety approval sticker would make the deal any sweeter. He said that over 5mph the helmet is wearing you for protection and that the sticker is a way of sticking it to the helmet laws.....I told him to stick it, I value my head and I have a real helmet, he rolled his eyes and moved on to the next sucker.

[Bumblebee]

Probably costs $29.99.

For $29.99 I can get some fiberglass and resin, tubular webbing/buckle/pop rivet and bottom end cheap foam from a hobby store and build a FAR more protective helmet than that hat in about two hours plus cure time without even thinking about high energy events.

Cute shiny hat to impress people at the bar while pretending to be a pirate. Woopie doo doo.

Here's a reality check for ya: (any further questions on the subject can be taken up with Mr Darwin in person)

[hangster2]

I'll join in the fun BB

[Bumblebee]

It's almost amusing that people see our helmets and still put on a beanie cap and say they're safe because the DOT says they're safe.
There's no such thing as adequate protection during a crash.

[fishball]

My first helmet was a jet style from Z1R.  I absolutely loved that helmet but it had no coverage for the face or chin except a drop down screen.  I rode with it for a year and finally after seeing photos from other riders similar to Bee's and Hangsters I finally purchased a full face helmet and have used them ever since.

[tdw]

I have to admit, for some riders on some bikes - that is people on cruisers - a half helmet just looks 'right'.

For some reason, social conditioning maybe, or what we're used to seeing, a full face helmet on someone riding a cruiser looks a little out of place.

Having said that, I'm still a firm believer in ATGATT. Whenever I see someone on a cruiser without all the gear, I think to myself "it might 'look' better; but, it's clearly less safe".

Just my $0.02

[bajakirch]

Well I'm in Harley's backyard, so I see a LOT of HD MC's on the road. Certainly the vast majority don't wear any kind of helmet (we're a no-helmet-required state). But I will say that I've been seeing a growing trend, especially among the younger riders, towards helmet use. Sure, some of them will use the shaving bowl, but I see more and more HD riders with full-face helmets.

Pure anecdotal evidence, nothing scientific, of course.

Stepping into the area of pure conjecture, I wonder if it has something to do with mandatory seatbelt use. Most younger MC riders have been brought up in areas where seatbelt use is mandatory, especially for children. I know my kids don't even think twice about buckling up when they get into a car. Maybe some of that safety indoctrination is bleeding over into the MC world?

[divotdm]

http://i34.photobucket.com/albums/d125/divo2500/helmet.gif[/img]]



Helmet impact by area

[Bumblebee]

So what that picture says is:

Beanie cap = 7.3% total protection and 92.7% exposure under ideal perfect magical conditions. (Totally unrealistic in the real world since impact forces will likely send the helmet flying far far away increasing exposure to 100%)

Open face helmet impact area = 45.3% exposed to direct impact/grinding and that goes up to 63.6% exposure when the helmet rolls back on the riders head due to impact/grinding forces. Look in the mirror, that's your face boys and girls.

FF helmet = approx 100% protection.

And yes, the helmet does move on your head when you hit the ground. I busted my nose pretty hard on the inside of the chin bar when I went down. That is why I will only wear a FF helmet and not a flip up. That cheek padding that flip ups don't have slows your noggin down some before you get punched in the nose by the chin bar.


So what exactly was the rationalization I keep hearing about giving up the panzy sissy coward FF helmet that real men won't wear???

<--- alive and unharmed only because I'm a sissy coward panzy.

[Adam Roby]

I was told by my stealer that the modular's don't offer near enough protection because the pins that hold it shut at the first things to break off...  anyone know this for a fact?

My brother in a HD guy.  He bought an illegal helmet and put on his own DOT sticker.  I will never understand the mentality.

[NightHawked]

Some questions I will throw out there. When the study was done and the results compiled and shown on the above helmets.

 Were full face helmets in wide use? Is the damage/injury, shown to be the largest in the chin area, due to full face not being widely used?

[divotdm]

Summary of Findings (The Hurt Study done in 1981)

Throughout the accident and exposure data there are special observations which relate to accident and injury causation and characteristics of the motorcycle accidents studied. These findings are summarized as follows:

    Approximately three-fourths of these motorcycle accidents involved collision with another vehicle, which was most usually a passenger automobile.

    Approximately one-fourth of these motorcycle accidents were single vehicle accidents involving the motorcycle colliding with the roadway or some fixed object in the environment.

    Vehicle failure accounted for less than 3% of these motorcycle accidents, and most of those were single vehicle accidents where control was lost due to a puncture flat.

    In the single vehicle accidents, motorcycle rider error was present as the accident precipitating factor in about two-thirds of the cases, with the typical error being a slide-out and fall due to over-braking or running wide on a curve due to excess speed or under-cornering.

    Roadway defects (pavement ridges, potholes, etc.) were the accident cause in 2% of the accidents; animal involvement was 1% of the accidents.

    In the multiple vehicle accidents, the driver of the other vehicle violated the motorcycle right-of-way and caused the accident in two-thirds of those accidents.

    The failure of motorists to detect and recognize motorcycles in traffic is the predominating cause of motorcycle accidents. The driver of the other vehicle involved in collision with the motorcycle did not see the motorcycle before the collision, or did not see the motorcycle until too late to avoid the collision.

    Deliberate hostile action by a motorist against a motorcycle rider is a rare accident cause. The most frequent accident configuration is the motorcycle proceeding straight then the automobile makes a left turn in front of the oncoming motorcycle.

    Intersections are the most likely place for the motorcycle accident, with the other vehicle violating the motorcycle right-of-way, and often violating traffic controls.

    Weather is not a factor in 98% of motorcycle accidents.

    Most motorcycle accidents involve a short trip associated with shopping, errands, friends, entertainment or recreation, and the accident is likely to happen in a very short time close to the trip origin.

    The view of the motorcycle or the other vehicle involved in the accident is limited by glare or obstructed by other vehicles in almost half of the multiple vehicle accidents.

    Conspicuity of the motorcycle is a critical factor in the multiple vehicle accidents, and accident involvement is significantly reduced by the use of motorcycle headlamps (on in daylight) and the wearing of high visibility yellow, orange or bright red jackets.

    Fuel system leaks and spills were present in 62% of the motorcycle accidents in the post-crash phase. This represents an undue hazard for fire.

    The median pre-crash speed was 29.8 mph, and the median crash speed was 21.5 mph, and the one-in-a-thousand crash speed is approximately 86 mph.

    The typical motorcycle pre-crash lines-of-sight to the traffic hazard portray no contribution of the limits of peripheral vision; more than three-fourths of all accident hazards are within 45deg of either side of straight ahead.

    Conspicuity of the motorcycle is most critical for the frontal surfaces of the motorcycle and rider.

    Vehicle defects related to accident causation are rare and likely to be due to deficient or defective maintenance.

    Motorcycle riders between the ages of 16 and 24 are significantly overrepresented in accidents; motorcycle riders between the ages of 30 and 50 are significantly underrepresented. Although the majority of the accident-involved motorcycle riders are male (96%), the female motorcycles riders are significantly overrepresented in the accident data.

    Craftsmen, laborers, and students comprise most of the accident-involved motorcycle riders. Professionals, sales workers, and craftsmen are underrepresented and laborers, students and unemployed are overrepresented in the accidents.

    Motorcycle riders with previous recent traffic citations and accidents are overrepresented in the accident data.

    The motorcycle riders involved in accidents are essentially without training; 92% were self-taught or learned from family or friends. Motorcycle rider training experience reduces accident involvement and is related to reduced injuries in the event of accidents.

    More than half of the accident-involved motorcycle riders had less than 5 months experience on the accident motorcycle, although the total street riding experience was almost 3 years. Motorcycle riders with dirt bike experience are significantly underrepresented in the accident data.

    Lack of attention to the driving task is a common factor for the motorcyclist in an accident.

    Almost half of the fatal accidents show alcohol involvement.

    Motorcycle riders in these accidents showed significant collision avoidance problems. Most riders would over-brake and skid the rear wheel, and under-brake the front wheel greatly reducing collision avoidance deceleration. The ability to countersteer and swerve was essentially absent.

    The typical motorcycle accident allows the motorcyclist just less than 2 seconds to complete all collision avoidance action.

    Passenger-carrying motorcycles are not overrepresented in the accident area.

    The driver of the other vehicles involved in collision with the motorcycle are not distinguished from other accident populations except that the ages of 20 to 29, and beyond 65 are overrepresented. Also, these drivers are generally unfamiliar with motorcycles.

    The large displacement motorcycles are underrepresented in accidents but they are associated with higher injury severity when involved in accidents.

    Any effect of motorcycle color on accident involvement is not determinable from these data, but is expected to be insignificant because the frontal surfaces are most often presented to the other vehicle involved in the collision.

    Motorcycles equipped with fairings and windshields are underrepresented in accidents, most likely because of the contribution to conspicuity and the association with more experienced and trained riders.

    Motorcycle riders in these accidents were significantly without motorcycle license, without any license, or with license revoked.

    Motorcycle modifications such as those associated with the semi-chopper or cafe racer are definitely overrepresented in accidents.

    The likelihood of injury is extremely high in these motorcycle accidents-98% of the multiple vehicle collisions and 96% of the single vehicle accidents resulted in some kind of injury to the motorcycle rider; 45% resulted in more than a minor injury.

    Half of the injuries to the somatic regions were to the ankle-foot, lower leg, knee, and thigh-upper leg.

    Crash bars are not an effective injury countermeasure; the reduction of injury to the ankle-foot is balanced by increase of injury to the thigh-upper leg, knee, and lower leg.

    The use of heavy boots, jacket, gloves, etc., is effective in preventing or reducing abrasions and lacerations, which are frequent but rarely severe injuries.

    Groin injuries were sustained by the motorcyclist in at least 13% of the accidents, which typified by multiple vehicle collision in frontal impact at higher than average speed.

    Injury severity increases with speed, alcohol involvement and motorcycle size.

    Seventy-three percent of the accident-involved motorcycle riders used no eye protection, and it is likely that the wind on the unprotected eyes contributed in impairment of vision which delayed hazard detection.

    Approximately 50% of the motorcycle riders in traffic were using safety helmets but only 40% of the accident-involved motorcycle riders were wearing helmets at the time of the accident.

    Voluntary safety helmet use by those accident-involved motorcycle riders was lowest for untrained, uneducated, young motorcycle riders on hot days and short trips.

    The most deadly injuries to the accident victims were injuries to the chest and head.

    The use of the safety helmet is the single critical factor in the prevention of reduction of head injury; the safety helmet which complies with FMVSS 218 is a significantly effective injury countermeasure.

    Safety helmet use caused no attenuation of critical traffic sounds, no limitation of precrash visual field, and no fatigue or loss of attention; no element of accident causation was related to helmet use.

    FMVSS 218 provides a high level of protection in traffic accidents, and needs modification only to increase coverage at the back of the head and demonstrate impact protection of the front of full facial coverage helmets, and insure all adult sizes for traffic use are covered by the standard.

    Helmeted riders and passengers showed significantly lower head and neck injury for all types of injury, at all levels of injury severity.

    The increased coverage of the full facial coverage helmet increases protection, and significantly reduces face injuries.

    There is not liability for neck injury by wearing a safety helmet; helmeted riders had less neck injuries than unhelmeted riders. Only four minor injuries were attributable to helmet use, and in each case the helmet prevented possible critical or fatal head injury.

    Sixty percent of the motorcyclists were not wearing safety helmets at the time of the accident. Of this group, 26% said they did not wear helmets because they were uncomfortable and inconvenient, and 53% simply had no expectation of accident involvement.

    Valid motorcycle exposure data can be obtained only from collection at the traffic site. Motor vehicle or driver license data presents information which is completely unrelated to actual use.

    Less than 10% of the motorcycle riders involved in these accidents had insurance of any kind to provide medical care or replace property.

[mikefootusa]

Stepping into the area of pure conjecture, I wonder if it has something to do with mandatory seatbelt use. Most younger MC riders have been brought up in areas where seatbelt use is mandatory, especially for children. I know my kids don't even think twice about buckling up when they get into a car. Maybe some of that safety indoctrination is bleeding over into the MC world?

Lol...After finally reprogramming myself driving a car for 45 years without a seatbelt...to buckling up every time...I found myself thinking about a seatbelt for the first month of riding Helen!

[Bumblebee]

I was told by my stealer that the modular's don't offer near enough protection because the pins that hold it shut at the first things to break off...  anyone know this for a fact?

I've heard that. Does the stealership sell open face helmets anyway?
On the advrider site, there are pictures of modulars involved in crashes. A lot look like a typical FF helmet. The ones that broke involved the hinge failing on one side and even then it remained in place adequately to protect the face until the rider came to a stop. Remember that a substantial percentage of crash scenario's will involve forces on the helmet that will close the chin bar, not lift the chin bar open.

Is the damage/injury, shown to be the largest in the chin area, due to full face not being widely used?

It's most likely concluded from damage to that part of the helmet or injury to that part of the unprotected face in the Hurt Report study. It's just easier to draw the area numbers on a FF helmet. The type of helmet doesn't change how you're going to hit the ground, it just changes whether it'll take your face off or not.

Think about all the ways you are most likely go down in the real world. It's no surprise that most of them will result in you sliding on your face in the high single to double digit areas. High side over the bars, you're likely going down on your face thus direct faceplant. Low side front tire wash out, over the side thus direct faceplant. Rear tire slide out low side will likely hit the sides and back. Not a lot will hit the top. In general the back and sides and top are going to mostly come away untouched until things get spectacularly violent.
Take a look at the picture of my old KBC a few posts back. You could almost draw that front area diagram from the damage. The beanie cap protected areas and open face helmet protected areas had very little to no damage/scratches at all. The few scratches there were loose rock or previously bumping it into things over the years. It's interesting how the crash helmet diagram shows the upper left side and lower right side of the visor/front area being the highest number for that portion of the helmet. That almost doesn't make sense...until you look at my helmet. Somehow it fell right into that pattern.

No matter what the precise details, that diagram indicates without question that a FF helmet is mandatory safety equipment in a real world crash scenario.