The national president of that same club was my finish carpenter when I built my house. I still run into him from time to time at rallies and runs. As I approach him for a chat, I observe the rules of a civilian interacting with an MC, it’s all about respect. We discuss his BBQ restaurant and how things are going. He doesn’t do the carpenter stuff anymore are time and a hard life have taken a toll on his hands.

One of my friends tried to introduce his east coast MC into my area. Hanging with him I observed some intense encounters between the non-sanctioned MCs and the local primary MC at a run. Something you don’t want to be in the middle of.

Being an event photographer and working rallies and runs, part of my work is observing people. I think that is a big part of the draw to me. Watching the MCs in action, observing their rituals, taking it all in taught me a lot about the culture. You don’t hear the conversations, which is for the best, but you get the jest. You see the respect that is paid to the leaders. You learn how they protect each other, who is the watch man and who is the senior in the group. You see the place the women take. You see the disdain of civilians and hang arounds, with hang arounds rating slightly higher as they are a source of income.


ISBN: 97812500172242

There was an inequity in the amount of punishment these violators faced, even for causing serious bodily injury or death.  A remedy to this situation was attained through the passage of ACT 466, a comprehensive motorcycle legislation victory for ABATE that became effective June 12, 2006.

Authored by then-Senator Dave Zien of Wisconsin, penalties for injuring a motorcyclist increased substantially including increased fines, mandatory traffic school, and automatic license suspension. Since passage of this legislation, it was learned that many traffic violations had their own definitions which excluded them from being included in the right of way violation sanctions, even though in essence they were right of way violations. For instance, going through a stop sign was considered a right of way violation.  Running a red light is designated as ignoring a signal.

To rectify these discrepancies, ABATE has been working through the past two legislative sessions to correct or change the terminology of what constitutes a right of way violation. Unfortunately, the corrective measures have stalled in both past sessions and are in danger of failing in the 2016-2017 legislative session.  Patience was wearing thin despite supposed support in both houses of the legislature.  ABATE of Wisconsin staged a covert “assault” on Madison known as “Storm the Capitol.”  Over 100 members arrived at the Capitol without any scheduled appointments, and while many circled the square on their motorcycles on a brisk October 12, select groups of individuals paid unexpected calls on lawmakers to ask why ABATE’s bill had not moved forward in the session.  AB201 passed out of committee with a favorable recommendation on June 1, yet there was no further movement.

  The strategic move, called for by ABATE Legislative Chair Steve Panten, seemed to work.    On November 2, AB201 passed the entire Assembly.  It is now up to the Senate to move forward on its version of the bill, SB189.  Panten was told that movement would happen before this session ends.  Exactly what does this bill seek to accomplish?  It adds these violations under the heading of the right of way violation:

 1. Driving on a roadway.
 2. Meeting vehicles passing in opposite directions.
 3. Overtaking and passing another vehicle.
 4. Facing a stop sign or traffic control signal.
 5. Proceeding through an intersection.
6. Turning at an intersection.
7. Yielding to a pedestrian, bicycle or electric mobility device in a crosswalk.
8. Backing.
9. Entering the roadway from an alley or a parked position.
           
Under current law, a person who violates the requirements applicable in circumstances may be subject to forfeiture between $20 and $300, depending on?the violation. For certain right of way violations, a court may suspend a person’s?operating privilege for up to one year, and DOT is required to order the person to attend a vehicle right of way course. DOT may not reinstate a person’s operating privilege unless the person has completed the required course.

Also, if a person has committed any of the aforementioned violations and the violation results in great bodily harm or death to another, the person must forfeit $500 if great bodily harm results and $1,000 if death results. In addition, DOT must require attendance at the vehicle right of way course and suspend the person’s operating privilege. This DOT suspension must be for a period of three months if the offense resulted in great bodily harm to another, and nine months if the offense resulted in the death of another.

Under this bill, if a person has committed any of the aforementioned violations and the violation does not result in great bodily harm or death to another, DOT must require attendance at the vehicle right of way course. If the person fails to complete the course within six months, DOT must suspend the person’s operating privilege until the person completes the course, but the period of the suspension may not exceed five years.

Chilling on my back porch with the cool evening breeze and sipping some Wyoming Whiskey, I am pondering my recent trip to Casper Wyoming. The annual Casper Iron Swap and Show was my destination. Traveling through Wyoming is always a challenge, snow, wind, rain, burning sun, and road construction are a few of the obstacles that confront you. That’s all in the same day. On this run the one that evaded me and I so direly wished for was the sun. The cool spring and unrelenting rain was chilling me to the bone. But part of the fun of making it out to these events is the personal victoryís one has along the journey. Mine was beating the rain and wind. Wyoming wind has a mind of its own. Cruising north on that black four lane ribbon, one moment the wind would be from my right the next from my left and then straight on. If this damn wind would just make up its mind I could find a grove and lean in to it, or better yet why doesnít it quit. My theory is those big fans they turn on, Wyoming has so many they call them wind farms. But my mind wonders as the Whiskey begins to set in.

[Photo 81606]

When I got the call from Bobby I marked my calendar and started preparing for the trip. That mark on the calendar said a motorcycle ride to Casper and that was what I planned on doing. A lot of thoughts go through your head when planning spring time rides and most deal with weather. Part of my preparation was checking my rain gear and helmet. I also was in need of a tour pack for my Road King. My last trip with camera gear, clothes, and riding gear was a tight fit and left scratch marks on my rear fender. Trips this year would be better. Being a Scotsman at heart I couldn’t see shelling out big bucks for a factory tour pack so I started my search and began compiling the required parts. A 10 inch chopped pack was just the right size along with, a back rest, hinges, latches, luggage rack, and quick disconnect mount were on my shopping list. These projects are never a quick and easy as you think. I learned how to work fiberglass, as the latches did not fit. I think it turned out well for my first attempt. The paint job looks good, well good enough for government work. The trick was mounting it 3 inches high so I could still operate the cop style saddle bag lids. I also designed the mount so it is a one-up back rest. This turned my 2 hour Danny Gray seat into an all day rider. I wont say how much it ended up costing but I came in slightly under the factory model.

Wyoming is where the old west meets the todayís world of the iron horse. Admiring the bikes as horses are ridden by provides a view of the world and Wyoming many do not get to see. Casper Iron is a local bike show like you find across the country but with a Wyoming flair. At the fairgrounds that weekend the high school rodeo competition was in full swing. So bikes and horses were sharing the road. I was impressed by the calm and sturdiness of the horses, a straight pipe sportster wouldn’t shake them. This calmness was reflected in Cowboys, Cowgirls, civilians and 1%’ers all getting along with no hassle or concerns. It was a refreshing sight after all the turmoil in the country right now. I guess I needed a break from the rat race and everyone ís problems.

Bikes from all around the state came in for the show and there were some decent showings. Custom Harley, BMW, Indian, Kawasaki, Trikes, some scratch build specials and some sweet custom rides. The show draws people and bikes from all over. A couple cruised up from Colorado Springs just for something to do that weekend. A good variety of vendors pedal their wares as the crowd steadily made there way in between light rain showers. A pretty good showing for a small town show.

A new comer to the show was MR Speed Co, a Casper bike shop looking to provide something different. Their drift trike was the big draw, pulling in a crowd all day. MR Speed is scratch building custom drift trikes and looking to make a name in the market. All frame work done in house they are building a quality trike. These guys are not only building bikes, they are discussing building a track and looking to promote Casper as a destination for motor-sports of all kinds.

One of the my favorites at the show is a collection of Indian motorcycles. The collection currently set at 9 I believe and he is looking for more. The owner has a love for Indians that started with childhood and his uncle’s bike back in Nebraska.

Leaving Casper I slipped into a package store and grabbed a bottle of Wyoming Whiskey, I knew I would need something to warm me up after riding through the turmoils of the wild west.

Bobby ñ Thanks for having me back…

When I first spoke with “Professor Blade” I noticed a subtle accent; “Former British Army” he informed me, though he now resides in the San Diego area. In addition to his accent, I noticed he was remarkably polite and articulate, which isn’t surprising given his career as a middle school teacher and college professor. What IS surprising however, is the fact that this man was recently arrested, charged with a felony and held on a $125k bail. So why was this man, former military and college educator without any criminal record arrested? He says he was profiled by California State police, simply because he was riding a motorcycle.

Though entertaining, bikers openly mock the hit TV show, “Sons of Anarchy” which portrays a fictional outlaw motorcycle club as murderers, rapists and drug addicts who all use excessive violence to get what they want. Unfortunately, for the 8 million Americans who ride, perception can be reality. Professor Blade and members of his motorcycle club “The Chosen Few” know this all too well. He says he and his fellow club members have been targeted by local law enforcement for years. “There’s a bar we all go to pretty regularly,” Professor Blade tells me. “The night I was arrested I was there for a party for friend who is in the marines. When we arrived, I could see police staked out across the street from the bar, just watching and waiting.” Upon leaving the party he was pulled over the second he turned out of the parking lot on his motorcycle. The impetus for the stop? Loud pipes. A reason which Professor Blade finds suspect given they were in close proximity to the Miramar Air Station. “It was so loud we couldn’t even hear the sound from the police dash camera. There is no way he heard my pipes which are in full compliance with California state law.” Ultimately, Professor Blade wasn’t cited for his pipes, but he was questioned about the leadership of his motorcycle club and then arrested for possession of brass knuckles and a deadly weapon.  One of the “brass knuckles” that prompted his arrest? His wedding ring. The deadly weapon? A 24-inch decorative whip that was zip-tied to his handlebar on the throttle side.   

The Motorcycle Profiling Project (MPP) has been collecting research for two years capturing data and information from motorcyclists who feel they have been profiled by law enforcement for riding a motorcycle or wearing motorcycle-related attire. According to the Motorcycle Profiling Project, 28% of respondents felt they had been profiled. Though the data from 2016 is still being reviewed, early indications show that this number will grow exponentially. The state with the highest reported incidents of profiling? California – which is where Professor Blade was arrested.

Though incidents of profiling certainly are not limited to California. Every single state has reported instances of motorcycle profiling according to the MPP. And while California is the biggest offender, Texas, Florida, Arizona and Pennsylvania rank in the top five. The state at the bottom of the list with the lowest incidents of reporting? That would be Washington state which passed a law in 2009 requiring law enforcement trainees to undergo training specific to addressing motorcycle profiling and best practices when stopping a motorcyclist. According to the MPP which spearheaded the Washington law, its working. In fact, reported incidents of profiling have been reduced over 90%. Maryland passed a similar law in 2016 and several state legislatures will be considering similar bills in their next sessions. Even our federal lawmakers have shown an interest in the issue with the House and Senate each introducing legislation (S.Res.154, H.Res.318)  addressing motorcycle profiling in May of this year pushed by the Motorcycle Riders Foundation.

No one should make the argument that criminal elements don’t exist in the motorcycle world. A quick google search turns up many reports of bikers arrested on drug charges and domestic violence among others. A 2015 report from the FBI on gangs identifies outlaw motorcycle gangs (OMG) as a concern stating that motorcyclists have evolved from “bar room brawlers” to “sophisticated criminals.” However, according to the report, when looking at gangs and gang members as a whole, 88% are attributed to street gangs, 9.5% to prison gangs and only 2.5 percent are attributed to motorcycle gangs. And yet, according to Vox Media, a recent survey showed that 14 percent of law enforcement officials identified motorcycle gangs first among the most problematic gangs in their jurisdictions; a figure that doesn’t add up when reviewing where motorcycle gangs actually fall on the spectrum.

Professor Blade, whose real name is Flavius A B Akerele III, ultimately plead to a misdemeanor for possession of the decorative whip which hung from his handlebar. But the consequences didn’t stop there. As a result of his misdemeanor, he has lost his right to own a gun for three years; a hefty price to pay for an enthusiast and someone professionally trained in firearms. And despite the felony charge being dropped, the pending charge affected his background check when he was exploring a new position with a community college. And just recently, he was pulled over yet again upon leaving the local Harley-Davidson dealership where he says that once again, police were set up watching who entered and exited on motorcycles. 

So while the “bad boy biker” persona is iconic and the popular image of bikers as degenerates and hooligans makes for good TV, there are practical effects for your average motorcycle rider. When I ask Professor Blade what he wants others to know about his lifestyle and his story he tells me, “This is the kind of harassment I see on a daily basis. Bikers aren’t criminals. They are our country’s nurses, firefighters and teachers. We are being targeted for simply existing.”

 

Megan Ekstrom is the Vice-President of Government Affairs and Public Relations for the Motorcycle Riders Foundation. The Motorcycle Riders Foundation (MRF) provides leadership at the federal level for states’ motorcyclists’ rights organizations as well as motorcycle clubs and individual riders. The MRF is chiefly concerned with issues at the national and international levels that impact the freedom and safety of American street motorcyclists and is committed to being a national advocate for the advancement of motorcycling and its associated lifestyle.

In a sense, this project is indicative of this time in my life and the life of many bikers everywhere. I asked myself if this should be a life and times story. Let’s see if I can make sense of my life right now.

I’m feeling stress at almost 70 and I don’t get it. Actually I do, but I don’t want to feel anything but nirvana. Hell, I built a motorcycle nirvana right on the coast, across the street from the Port of Los Angeles. But there’s something not right about that. They are now calling it America’s Port, yet the port has basically shit on the town adjacent to one of the richest ports in the world.

I’ve done my part to bring a waterfront to the people of Wilmington. I attended meetings for 14 years, spoke and bitched, but little has been accomplished. I’m working on a report to send to the Major of LA. Unlike Long Beach, which is right on the water next to the port and is beautiful. Our downtown is 20 miles away. They don’t give a shit about the town that’s illegally overrun with containers and trucks. It bugs me. But I did accomplish a mural on the side of the building in support of the Wilmington Waterfront.

Okay, so I started this Panhead project in the middle of a war over whether engines will still be around in another decade. What the fuck? No wonder our industry is in a state of upheaval. Most folks think bad thoughts every time they get into their cars, as if they are having an affair. Brings me down, but I fight back. I reach out to the motorcycle rights movement and try to keep folks informed regarding their rights and the issues. It torments me. I want freedom and fun back.

Plus, I live in California where the Governor is dying to eliminate engines, as if he can torture all his citizens and that will help the planet. More and more, there’s proof that the whole global warming anti-everything campaign is just bullshit. Drives me nuts, but I’m an outlaw and will fight back for the rest of my life.

So, when the shit brings me down, I try to jump down into my shop and work on a bike. The Panhead became a mission for freedom for my soul. I needed relief from the stress. We are living in strange times.

On the other hand, life couldn’t be better. We have more resources than ever before, if the government doesn’t make them all illegal. For instance, you can build anything your heart desires. This Pan is a terrific example.

Sure, it’s a Pan but it has a ’69 right case and a ’79 left case, which allows me to make it look like a Pan, yet run an electronic, automatic advance distributor, an Evo to Twin Cam alternator, and a spin-on oil filter, which allows me more oil capacity and more protection for the engine.

The heads are brand new STD outside oiler Panheads with knock-off rocker blocks. The STD heads breath better than stock and contain improved valves and springs.

I’m running hydraulic JIMS machine cam followers, S&S adjustable pushrods, an S&S mild cam and an improved S&S oil pump. Even the Kraft Tech TIG-welded frame is modified for almost any engine and allows me to run a rear Softail disc without doing a thing.

A brother, Dale Gorman, left a stock Fatboy wheel, rotor, and Softail caliper behind several years ago and it all bolted right up. Basically, I could build 1998 rigid Panheads all day long with super-strong late model 5-speed transmissions, and BDL belt drives with any EVO starter and I was good to go.

I wanted to use a Linkert Carb and I had a couple rebuilt by Mike Egan, but since we planned to run two on a Knucklehead they were M-35s for maybe 45s, but I decided to try one using the small venturi for snappy throttle response notion, like we’ve done with 42 mm Mikunis.

Bob Bennett went through the engine and I supplied parts where I could. You can no longer order any performance parts in California. They were banned by the California Air Resources Board, unless companies want or can afford to spend hundreds of thousands trying to have each part tested to receive an executive order through the MIC. If you can’t buy a cam in California, how does the largest market in the US impact the smaller states? Pisses me off.

Needless to say, I made my own pipes using a too bitchin’ shorty muffler from Rick Krost at US Choppers, who only deals with vintage bikes anymore. He’s done with anything new. The muffler was amazing; at least I thought so. Deny, the man behind the vintage paint job, came over and I showed him the muffler and what I intended with the stock squished pipe under the engine.

We discussed having the pipe angle up with the bottom frame rail toward the axle, but we both looked at each other with dismay. I’m not a fan of anything that interferes with the line of the frame. Then I mentioned my like for shotgun pipes and Deny’s blue-gray eyes lit up. I went to work messing with parts and pieces, including the stock squish pipe. I like how it came out.

I worked with Tim at San Pedro muffler to make a couple of exhaust flanges to fit over the Panhead exhaust manifold. I was only able to use one, because the front pipe needed to make an abrupt turn.

I tried several different welding moves with this endeavor. The pipes from San Pedro are 1 ¾-inch aluminum coated chunks, coupled with old bare steel bends, chromed pieces and even an old Pan squish pipe. I believe it was chromed at one time. I had to use various pieces and some were slightly different diameters. I don’t know why, but initially I thought about gas welding with steel rod, but the various metals, even ground and cleaned, weren’t happy with oxygen acetylene, maybe because of the carbon deposits on the inside of the old pipe pieces.

Various pipe manufacturers skimp on funds by running thin-walled tubing and blowing through it is easy. I shifted to MIG welding because of speed and convenience. Also, tacking pieces in place is much easier with a one-handed Miller MIG welder. I ended up carefully MIG welding most of the bends and pieces, but then added some braze just to add color to the pipes.

The pipe brackets were a trip of found brackets and chunks, but finally the pipes were strong enough to stand on and secured comfortably to the heads.

I used care with the driveline alignment. The engine, a mixture of years, fit perfectly in the frame without shimming. I used the BDL inner primary to align the engine and trans.

Moving right along, when I needed to escape the government control freaks, I darted into my shop and hid out rebuilding the old Wagner master cylinder with Paughco re-pop controls. The rebuild kit arrived from Biker’s Choice and Twin Power. James and the Twin Power crew are on a mission to create and manufacturer stock replacement parts for old and new Harleys. I dug out old manuals from Panheads to Shovelheads and Evos and followed them.

With Spectro Oils, I studied brake fluids and I think I installed the Wagner and the Softail Caliper with DOT 4. According to vast research, the Wagner could have been DOT 3 originally and the Softail Caliper was DOT5. They don’t mix. Later I flushed the system with DOT 5 a couple of times and will do it again in the near future.

I stashed the ignition switch in the Paughco toolbox I mounted between the stock Softail gas tanks. I made a goofy bracket running off a stock frame tabs and it worked like a champ. I mounted a 15-amp circuit breaker in the box and an idiot light to prevent me from walking away and leaving the switch on. Let’s see if it works.

I needed to reach out to Barry Wardlaw to find out about timing the Mallory electronic distributor. This was the original electronic distributor installed in the Salt Shaker. It encountered a slight glitch and was replaced, but ultimately fixed. I finally found another Panhead for it to grace. I made the hold down piece with a transmission part and a big brass screw from the hull of a wooden sailboat.

Bob Bennett timed the engine with Berry’s instructions and I monkeyed with the Linkert Carburetor. I also made the top end oil lines with old parts and True Value Hardware, which is usually a tremendous but pricey source for fasteners.

I haven’t installed an oil pressure gauge and I want to. Erik Bennett gave us the look and his dad suggested I run an adjustable valve in the line to the heads so we don’t cause the lower end pressure to drop. I did, thanks to True Value, but we discovered a tiny hole in the valve, which wide open might do the restricting job. I’m still investigating it.

I wired the bike with old Harley wire and fiber-wound loom. I need to replace the front vintage spotlight sealed beam. And one of the spring hold-downs broke. I need to find them.

I used all the old BLD primary drive parts I had laying around the shop. I thought I was golden with the Softail cover I had, but the standoffs didn’t line up with the holes in the cover. Baffled, I tried a batch of alternatives. Ultimately forced to punt, I started to build a bracket. This was a Zen challenge and took me to a new zone.

The stout rear fender didn’t need supports, but I needed a place to mount the LowBrow vintage taillight and license plate mount, so I started to dig around.

I came up with a Road King front fender bumper rail set. With a little braze, some ball bearings and some imagination it worked like a champ.

I need to give some credit. The day I fired her for the first time I ran into a problem. I ran oil through her first to make sure it was getting to the top end, but noticed oil seeping out of the lifter stool gaskets as if the crank case filled with oil. I checked with Eric Bennett and then a young Hamster stopped over, Tony Spinalli. We made an oily mess chasing all my new oil lines looking for a mistake.

I used those stock pinch oil line clamps and they are a bastard to remove. We ended up removing half of them and in some cases replacing them with standard screw-on hose clamps. Then Tony pointed out that the oil wasn’t coming from the gaskets but holes in the JIMS lifter stools. Unbelievable. They drill through the stools to create an oil passage, but it was up to someone to press in plugs or set screws. We taped set screws and we were golden. Thanks Tony.

Fortunately, this article will be a stark reminder of every adjustment and correction needed to dial this puppy in. For instance, I bought the old glide at the Long Beach Swap Meet from a guy who is dedicated to old glides. It was supposed to be sorta rebuilt but wasn’t and wasn’t complete. I had to go back to him several times and I still need to replace the springs. One doesn’t match the other.

A local motorcycle tire-only shop hooked me up with a used aluminum 18-inch front wheel rim, laced it and added the Avon Tyre I had in my shop. Good guys.

So, how am I doing? Still some tinkering to do, but I dig it. It’s comfortable with the cop solo mounted so with some old brackets and some I made. The foot pegs need work to prevent them from rotating. I’ll get to that. I’ve had those pegs for 30 years and just now found the perfect application.

I’ll keep you posted on any additional changes.

Funky Panhead Sources:

S&S

Biker’s Choice

STD
www.STD.com

JIMS Machine

Lowbrow

Mallory
www.mallory.com

Accurate Engineering
www.accuratengineering.com

Bennett’s Performance

Paughco

Departure Bike Works
www.departurebikeworks.com

Spectro Oils

Chopper Dave
www.chopperdave.com

Norton already has an agreement to make 650 cc engines for Chinese firm Zongshen, but the new 650 cc engine has been developed in-house for Norton, and will be more powerful, making around 100 bhp. In comparison, the 961 cc parallel-twin of the Dominator and the Commando makes just around 79 bhp. In the joint venture announcement today in New Delhi, Norton said that the company is already working on a new range of engines and platforms which will be shared with Kinetic MotoRoyale in subsequent years. Hopefully, the new 650 cc engines will be part of this new range of bikes.

Meanwhile, pictures of a purported Norton 650 cc Scrambler have already emerged on the Internet, and this could well be one of the new models powered by the 650 cc engine. Garner said that the motorcycles with the 650 cc engine will be the volumes earners for Norton Motorcycles in the Asian region, so we can certainly expect these bikes to be eventually assembled under the new Kinetic MotoRoyale – Norton joint venture. As things stand today, the joint venture will be assembling and marketing Norton bikes in India and the rest of Asia, and Norton has a lot of expectations from this joint venture.

“When you don’t want to get your superbike out, you can ride a good quality, well-made, fun to ride bike, that’s the 650. It’s lighter, easier to ride and a little bit more fun on smaller roads than taking a superbike out. So, that’s the theory behind bringing the 650 cc out.”

The new joint venture (Kinetic owns 51 per cent, and Norton Motorcycles has 49 per cent) is an equity partnership and is aimed at taking the Norton Motorcycles brand to the next level globally. Kinetic will be using its existing factory in Ahmadnagar, India to set up a new assembly line for Norton Motorcycles, assembling these bikes from completely knocked down (CKD) units, and then selling them in India and other Asian markets.

The 650 cc Norton bikes will initially be launched in Europe and will be contending with the recently launched Royal Enfield 650 cc twin models. It’s still not clear if Norton will be able to price the 650 cc motorcycle as competitively as Royal Enfield. Eventually though, the mid-size motorcycle market seems to have yet another legendary motorcycle manufacturer in the fray, and Royal Enfield will soon have competition from Norton in the global market.

This is more competition to the new line of 750cc and 500c Harley-Davidson Street motorcycles launched all over the world. Competition in the mid-segment is heating up. Coming also is BSA the third British legend wanting a piece of the cake with help from Mahindra Group of Companies in India. Mahindra also plans to relaunch Soviet era Jawa and Yezdi motorcycles.

END

Judge Matt Johnson declared a mistrial after two days of deliberations in which the jury was hopelessly deadlocked. The President of the Dallas chapter of the Bandidos Motorcycle Club was facing three separate charges relating to events that took place at the Twin Peaks restaurant in Waco, Texas on May 17, 2015. Carrizal was charged with directing a criminal street gang and engaging in organized criminal activity, or conspiring to engage in criminal activity, as a member of a criminal street gang, resulting in 9 murders and 18 instances of aggravated assault.

Although a new trial setting has been scheduled for April 2018, there are many factors that could impact the decision for a retrial. Regardless, based on observing the trial firsthand, there is every reason to have hope that Jake Carrizal will remain a free man. Why? Because Jake chooses courage over cowardice. And that choice makes America a better place.

The state’s case rested largely on two text messages sent by Carrizal to other members of the Dallas chapter, and Dallas area support clubs, in the week preceding Twin Peaks. The first text asks for all members of the red and gold (that aren’t working) to attend the COC meeting at Twin Peaks and to leave their Ol’ Ladies at home. The second text simply suggested that everyone bring their tools. The prosecution contended that these texts were sufficient to establish guilt beyond a reasonable doubt. Fortunately for Jake, the red and gold nation, and the motorcycle club community at large, a jury of 12, all citizens of Waco, disagreed and refused to convict.

The attempt to retry Carrizal will likely be futile. At one point on Friday, November 10th the jury sent a note to Judge Matt Johnson indicating that they had a unanimous verdict on one charge but were hopelessly deadlocked on the other two. But later that day the jury indicated that they were hopelessly deadlocked on all three charges.

According to firsthand accounts, the jury was nearly unanimous in the opinion that Carrizal was NOT GUILTY an all counts. One of the 12 jurors sent a message to Casie Gotro, Carrizal’s attorney, validating this claim after the trial was over:

“Hello my name is ******** and I was one of the jurors on Jake’s case. Please let Jake and his family know that I am so sorry that we couldn’t get 2-3 guys to change their mind to not guilty. They weren’t budging. I hate that you, him, and his family are possibly going to have to do this again. Jake seems like a great guy, and his mom seems so sweet. I think you are an awesome attorney and did a great job. If you have any questions please feel free to reach out to me. If this case happens to go to trial again I hope you get all of the evidence beforehand.”

Based on directly observing the trial, the MPP contends that there were two major elements of the defense that resulted in the majority of jurors concluding that Carrizal was not guilty. First, Jake Carrizal, in the MPP’s opinion, was the most credible witness to take the stand during the five-week trial in the 54th District Court of McLennan County. Second, Miss Gotro’s closing argument was powerful and convincing. Self- defense and courage are far more credible and persuasive than the McLennan County District Attorney’s discriminatory and specious conclusions related to the Bandidos Motorcycle Club and 1% culture.

Carrizal took the stand in his own defense and told the jury a firsthand account of the events of May 17, 2015. Carrizal, arriving in a pack of motorcycles riding from Dallas, was immediately ambushed by a large number of members from the Cossacks Motorcycle Club. Dozens of Cossacks jumped over a rail and poured out of the Twin Peaks patio area surrounding Carrizal’s group. Words were exchanged. Things quickly escalated. A Cossack hit a Bandido. More punches were thrown and gunshots quickly followed. Police responded and subdued the conflict. Police killed four of the Cossacks that died that day. One Bandido and one Bandido supporter were killed by the ambushing Cossacks.

Carrizal, based on his vivid testimony, says he was acting in self-defense when he shot two bullets from a .38 Derringer that his father had given him for protection. (Ballistics confirm that neither of these shots hit anyone.) Carrizal’s father, also ambushed, was shot by a Cossack but survived.

Interestingly, based on Carrizal’s account, there is only one party responsible for the tragedy at Twin Peaks. While many people over the last two and a half years have insisted that law enforcement is the culpable party, Carrizal’s testimony directly disputes this notion. In fact, Carrizal maintains that law enforcement saved his life that day. Not once. But twice. Two Cossacks, shooting at Jake from less than ten feet away, were justifiably shot by officer Jackson of the Waco PD. According to Carrizal, the Cossacks were solely responsible for the conflict that day by violating sacred ground among motorcycle clubs. With the exception of a few minor incidents over decades, Confederation of Clubs meetings have been peaceful gathering places, even among alleged rivals.

The prosecution contended that Carrizal only had two choices on May 17, 2015. The DA essentially argued that running away like a coward, leaving his father and Club brothers behind, was the only legal option. The state argued that the choice to stand his ground was criminal because they consider the Bandidos MC a criminal street gang. But Miss Gotro rebutted this notion with only one word.

Miss Gotro argued that there has to be another choice other than being a coward or a criminal, reminding the jury that they had the option of carving out space in between these two extremes. The courage to stand your ground in the face of an ambush in defense of yourself and others must be an option.

Why? Because, as Gotro argued, men like Jake make the world a better place. We are better off with men that display courage in the face of fear and extreme circumstances instead of those that display cowardice or criminality.

In a world where our civil liberties and the right to free association and expression are heavily under attack, the MPP strongly agrees with Gotro’s argument. The founding of America was based on courage. There would be no free republic if those that fought for our independence chose cowardice. They too were labeled criminals for displaying courage in the face of oppression and fear.

We are better off because of men like Jake Carrizal and their commitment to loyalty, honor, love and respect. Our world would be a far better place if society defined righteousness by the display of courage as opposed to the cowardice suggested by Reyna, Jarret, and the entire McLennan County DA.