PBMA February Newsletter

The happenings since January... a month (or so) in review
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January was a real whirlwind.  The PBMA made visits to some important partners, attended the IBD Summit and had a blast meeting bunches of folks at CABDA.  Calvin Jones from Park Tool Company set aside some time during a visit to interview PBMA President James Stanfill.  If you're wondering what the PBMA is up to and want more insight we encourage you to check out the video; it covers some important topics and shares ideas of the future for mechanics and shops.

The biggest news from last month is United Bicycle Institute has joined the PBMA in leading the charge on the Certification Project.  What does that mean exactly?  It means that the project now has more than 30 years of institutional knowledge paired with an unmatched amount of teaching knowledge and educational history.  This creates a great partnership to build the foundations of what competencies a mechanics needs at various levels of certification.

The PBMA is working daily to engage other educational providers.  As we begin to form committees and teams focused on levels of certification, how to become certified and really what certified mechanic will mean we will post updates here in the newsletter and at the project link above.

Creating a certification program is no small task.  For something to be successful the project must include pathways for those with no knowledge and pathways for those with vast knowledge.  Additionally understanding that access to certification must be affordable.  We're working diligently to create regional access points and vetting programs.  Certification should not be difficult to access.  

Thinking about certification let's consider the following potential benefits:

• Reduction of liability with insurance providers
• Aids in defense with potential lawsuits
• Solidifies rationale to purchase through IBD channels
• ​Tangible proof of skills possessed
• ​Keeps skill-sets current

Those ideas are just a few identifiable benefits of having a standardization of some type.  We are in regular contact with the industries leading insurance writer, working with them they are seeing the value in a nationally recognized certification and they are interested in seeing how this can impact individuals, shops and manufacturers.  The PBMA can't emphasize the importance of being a member, being part of the conversation and having a genuine voice towards the future.

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THE PROFESSIONAL BICYCLE MECHANICS ASSOCIATION'S MISSION IS TO PROMOTE, DEVELOP, AND ADVOCATE FOR THE PROFESSIONAL BICYCLE MECHANIC.

Let's talk about race mechanics

​So the UCI just put out this well worded document full of nifty images.  It's full of words and images and ideas that are the basis of common sense.  If you have ever had the opportunity to drive in a caravan in a "real" race where you have 20 to 50 motorcycles buzzing around and 20 to 50 small suv's or wagons jamming on the brakes every few seconds (don't forget the riders) you'd know that everything in this book makes a lot of sense.  What's troubling is that they had to print it and make it official.  We've seen an uptick of riders taken out by real shitty driving in races.  They say the driver is at fault which is true but also the officials in charge of the race should be just as widely blamed, after all they are "in charge" of what's happening in a race and they give the command if a vehicle can move into the space of riders.  

We're mechanics, we don't care so much about this stuff but we do need to know it.  I can tell you that I've been put into the situations with drivers who were in way over their head.  Once as Mavic car 2 (this is ahead of the peloton) my driver needed to evaluate his bladder.  He was new to the scene and I suppose because I was experienced destiny was set.  I said to him speed up and jump ahead a bit so we can pull over and remain in front of the group.  ZOOOOM we move, by the way on this day we had a VIP in the car... I don't remember the kids name but he was probably 10 to 13, buckled into the front seat happy as could be.  Mechanics sit in the back on the passenger side so we can jump out.  We find a spot, we pull over the drive gets out, runs around towards the treeline (he's obviously shy).  The car begins to move towards the roadway.  I calmly use the button to put my window down and I lean out and yell "HEY YOU MIGHT WANT TO PUT THE CAR IN PARK!"

You can imagine the scramble.  I leaned forward and got it into neutral before we jettisoned across the road into the ditch not he other side.  This is pretty common sense isn't it?  Put a car in park before you get out?  Even if you drive a manual you'd throw that e-brake on right?  That was my last day working with this character.  I don't think he worked any races after that; not with Mavic at least.  I wonder if having read this detailed guide about using common sense if this person would have made the same mistake?  I think yes he would have... if someone is interested in making a mint create a quick and sure assessment to determine if someone has enough common sense to work in a race.  The UCI seemingly would pay for it!

Common sense folks.  If you've read this far and want an old but true inside look into what its like in that car check out this video (produced by Chris Clinton).  The video was made as part of the Bill Woodul Race Mechanics Clinic that myself and others used to be heavily involved in.  Today it serves another purpose, it lets you see the chaos and think about common sense, the live action begin later in the video but I hope you'll watch the whole thing.  The video also pays a homage to Mavic whom we see at races all around the world!

- J Stanfill

WHAT I LEARNED THIS WEEK... ABOUT TORQUE (PART II): broken bolts, understanding materials & how to repair damage
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When thinking about torque and how the concepts thereof apply to bicycle mechanics, there are many considerations that go beyond simple "tightness". There are
considerations of materials, lubrication (as touched upon in Part One), type of fastener, and as always, extraneous circumstances. We'll take a look at how these
considerations come in to play when things go wrong… because inevitably, as bicycle mechanics, we see things go somewhat wrong on a rather regular basis.

What some folks don't understand or realize, is that when the head of a bolt breaks off, the effective torque on the part is often essentially eliminated… and so the
remainder of the bolt still in said component should be able to be extracted with minimal effort. But of course, this is not always the case. In cases where the bolt
remainder stays firmly in place, we may resort to the drill. In these cases, sometimes drilling will release some pressure in and of itself… in which case, great! But in
others, once we drill a slightly narrower channel into said bolt, we then will employ the use of a handy easy-out type of device. These come in a couple different
configurations, but perform the same way, biting into the inside of the freshly drilled channel, and removing the bolt remains with a turning in the loosening direction.
Successful operation of such tactics relies on good-quality (HSS-high-speed steel or cobalt) drill bits. Cutting fluid, adequate pressure, and a steady hand will help
ensure a good result. These points are important, because drilling does require some skill. Heat is a bit-killer, so cutting fluid must be used if you want to have longer
service life from your (often expensive) bits. Too much pressure on the bit and you'll dull the blade rapidly; let the bit do the work. Using bits with a split point helps keep
the bit from wandering.

Sometimes bolts break from loosening a bolt. This is usually due to corrosion. Softer materials like aluminum, which is used a lot on bicycle components, benefit
tremendously from proper lubrication. It is good practice to disassemble, clean and relubricate threads with appropriate grease or theadlocker on a regular basis,
especially with components subject to elements, sweat, or other… ahem… fluids (looking at the triathletes out there). Aluminum has a propensity to bond to itself more
readily when improperly treated, so special care should be taken to prevent seizing between aluminum parts. Titanium is especially prone to galvanic corrosion
(electrical bonds forming between dissimilar metals), and also should be addressed with special care and preferably anti-seize grease. Oddly enough, carbon, although
it does not corrode, per se, it is subject to effects of delamination or material break down under such elemental circumstances, and should be addressed with adequate
frequency as well in regards to cleaning and disassembly, especially in sweat-build-up areas. This effect on carbon components can cause a swelling of surfaces to
occur, often rendering more difficulty in loosening bolts or even sliding surfaces, such as stems and spacers.

Something to understand about materials, is that the way they react to temperature varies. If we know this, then we can use heat and cold to our advantage when
confronted with seized parts. Aluminum contracts with cold, and expands with heat, more than steel does. So for external aluminum parts, heat will help to expand it and
free up the internal part. For internal parts, cold (like a compressed chemical refrigerant product) can release parts by effectively slightly shrinking it and breaking the
corrosive bonds. Jobst Brant has this example to give for releasing stuck pedals (non-carbon, of course):
To remove "frozen" pedals from an aluminum crank, remove the crank and pedal from the BB spindle, heat the pedal end of the crank over gas flame cooking stove until it sizzles to the wet touch. Using a pedalwrench, the pedal usually unscrews relatively easily without damage.

Of course, leverage and good technique utilizing good mechanical advantage are absolutely key when confronted with adverse conditions in the work stand.
Understanding these kinds of basics is the foundation of our best practices, but all too often as we learn on the job, these things are easily glossed over or omitted as we
simply try to find (or are offered) solutions throughout our work day.


​- J Kallista

On the PBMA Interwebs

Life on the Road
​ A new monthly feature about life outside the box.  The bike shop box that is.  Stories, photos and tall tales from mechanics working in the field.

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PBMA Partners
All shop and industry members of the PBMA are listed on this searchable map.

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PBMA Job Portal
A powerful industry tool for posting jobs or finding eligible candidates for your open positions using the employer search feature.

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Closing Thoughts

The PBMA President James Stanfill's words on being a professional were published over on Bicycle Retailer and Industry news last month.  I want to talk a bit more about what that means and how we can all do better to move the needle in our favor.  Professional has two meanings to begin with, and then myriad variations.
 
First is “getting paid” or making whatever activity follows “Professional” one’s primary occupation and source of income.  If one gets paid to work on bikes, regardless of their skill level or conduct, they are a Professional Bicycle Mechanic.  The opposite of amateur or hobbyist.
 
Since that’s pretty definitive, the more complex question is what qualities contribute to some Professional Bicycle Mechanics being described as  “Professional.”
Bicycle messengers have much the same spectrum of professionalism.  The first thing that comes to mind is perspective, or how long-term your investment in the job is. 
If one sees the job as temporary, while waiting for school to resume or making a quick buck during a finite time in a city, one can operate transactionally.  Don’t get insurance or register to pay tax.  Don’t treat colleagues, employers, and customers with respect at all times, because in a month it won’t matter.  Deliver the package, fix the flat, get paid.

Conversely, think of yourself as being in a small town for an indefinite period (even when that isn’t the case) and you will act with much more accountability.  Many  of your customers do not know how to fix a flat. That is exactly why you have a job.  If you fix the flat with the above-mentioned long-term perspective, every aspect of fixing that flat goes into making sure the cyclist’s experience is positive.  You’re carrying out the simplest of tasks, but doing it in a way that might encourage the cyclist to ride more.  If she learns to fix her own flat, she rides more often and then needs a full tune-up and, if that is also a positive experience, she returns to your shop for her next bike.
 
For today, we leave it there – a long term, relational rather than transactional, attitude is (part of) being Professional. 

​Keep the wrenches turning!
 
​- J Rowe