My first breakdown
Rookie for 2 months now
mile post.
I looked down and saw the ABS light on, on my readout. I looked a little
further and noticed that the tach and the speedometer were both at zero.
I put it in neutral and turned the key off. I waited a bit and tried to
restart it. It did not start, but my Speedometer started working.
The Speedometer said about 52 at that time and I decided I'd better start
looking for a place to pull over. Even though, I was still doing the speed
limit, I turned my hazard lights on, because I felt like a hazard.
I worked my way over to the right lane and didn't see any good place, to
pull over on the inside of the turn.
Shortly after that, I saw a sign for a rest area. I decided that was the
only place to go.
On my way up the ramp, someone on the CB told me that I went into the rest
area with my left turn signal on. I said it was my hazard lights and my
right light does not always work. It is something we have to look at.
Note: That problem was fixed that day, it was a broken connector.
I felt so lucky that I found a rest area, then someone gives me shit about
my screwed up tail light, that I already knew about. What a bummer, but it
helped me get it fixed.
I coasted in there, up a small hill, and found the first stall empty. It
was a little hard to park without any power steering, but I thought it was
pretty good, just not perfect.
When I finally stopped, I tried to restart the truck and it would not go.
I walked up to the rest area and called back to work and let my Service
Manager know what had happened.
The rest of the story only goes to show how much it cost to try and save a
penny, so I'll pass on that.
thanx
tscottme
message
news:pDGCb.190116$Ec1.7...@bgtnsc05-news.ops.worldnet.att.net...
Something I learned before getting into the truck: If the problem you
discover while in motion doesn't seem to threaten the continuing safe
operation of the vehicle, keep going to the most convenient place you
want to wait for a repair. I'm not second-guessing your decision, I
wasn't there and we can't describe every detail when posting these
messages. Obviously the man in the seat has to make the decision. We
used to say "if it flew you in, why won't it fly you out?" If the
problem doesn't threaten to become unsafe or worse, keep going to a spot
of your choice.
For example, if I was driving and I noticed that the speedo wasn't
working or that it was obviously inaccurate, I would continue on to the
customer, a sizeable truck stop with repair facilities, or a company
facility where I might get repaired.
One thing I've done over the years in case of speedo failure is to note
the tach indication in various gears to approximate certain speeds.
Sometimes when the speedo goes out the tach also goes T.U. (an
electrical problem of some description). In that case, you can
approximate a highway speed by timing your coverage of a mile on level
ground. To cover 1 mile going 65 MPH will take you 55 seconds, 60 MPH
will take you 60 seconds, 55MPH will be about 65 seconds. Obviously
this is easier to do on the interstate and on level ground that on
rural, hilly roads that have much lower speed limits. But the sound of
the engine can be used as a rough approximation in an emergency. If in
doubt, slower is better than faster, and no passing. Nobody will be
immune from a speeding ticket because the speedo goes out, you risk 2
tickets now.
I used to be a pilot and "director of maintenance for a flight school".
Since we often had inexperienced operators using the aircraft, I tried
to speak to new customers and indicate how helpful it would be if they
notice a problem that didn't seem to endanger the continued operation of
the aircraft to continue on to an airport with maintenance facilities or
at least a nice place for them to wait. You don't want to park the
truck or plane in the most godforsaken spot on the planet simply because
something minor needs to be replaced.
I found it very helpful to always have by exit guide and my truck stop
guide at hand so I could always know where was the next safe place to
park or get the truck repaired.
BTW, the ABS light, by itself, isn't usually reason enough to stop. On
our trucks when the ABS light operates it simply means the truck is now
operating without ABS, otherwise the brakes are in the same condition as
when you started. For me, the ABS light is an item to be noted at the
end of the day on the inspection report.
This reply may not apply to your particular situation so don't assume
anyone is wagging their finger.
--
Scott
--------
Monitor the latest efforts of "peaceful Muslims" at
http://www.jihadwatch.org/
Joe Canuck
> I was driving in the snow, about 65 mph, headed east on I 94, about the 124
> mile post.
>
> I looked down and saw the ABS light on, on my readout. I looked a little
> further and noticed that the tach and the speedometer were both at zero.
>
> I put it in neutral and turned the key off. I waited a bit and tried to
> restart it. It did not start, but my Speedometer started working.
I would not have shut it down while rolling down the highway.
I would have kept the power to it until I found a safe location to pull
over or the nearest repair facility if I was aware of one in the area.
>
> The Speedometer said about 52 at that time and I decided I'd better start
> looking for a place to pull over. Even though, I was still doing the speed
> limit, I turned my hazard lights on, because I felt like a hazard.
>
> I worked my way over to the right lane and didn't see any good place, to
> pull over on the inside of the turn.
>
> Shortly after that, I saw a sign for a rest area. I decided that was the
> only place to go.
>
> On my way up the ramp, someone on the CB told me that I went into the rest
> area with my left turn signal on. I said it was my hazard lights and my
> right light does not always work. It is something we have to look at.
> Note: That problem was fixed that day, it was a broken connector.
>
> I felt so lucky that I found a rest area, then someone gives me shit about
> my screwed up tail light, that I already knew about. What a bummer, but it
> helped me get it fixed.
>
> I coasted in there, up a small hill, and found the first stall empty. It
> was a little hard to park without any power steering, but I thought it was
> pretty good, just not perfect.
>
> When I finally stopped, I tried to restart the truck and it would not go.
>
> I walked up to the rest area and called back to work and let my Service
> Manager know what had happened.
>
> The rest of the story only goes to show how much it cost to try and save a
> penny, so I'll pass on that.
>
> thanx
>
>
--
"Its the bugs that keep it running."
-Joe Canuck
Rookie that has lasted 10 weeks
<2kPCb.21573$aF2.2...@news20.bellglobal.com>...
>Rookie for 2 months now wrote:
>I would not have shut it down while rolling down the highway.
>
>I would have kept the power to it until I found a safe location to pull
>over or the nearest repair facility if I was aware of one in the area.
I thought the motor was dead. It could have been. With as much weight as I
had, it coast a long way. I is very hard to tell if the motor is running or
not when you are coasting down a hill.
After it sat in the rest area a while, it restarted and I should have gone
to the nearest Freightliner Dealer instead of the nearest "repair facility".
You would have made the same mistake the person telling me what to do made.
My dispatcher, when he heard it was still having trouble starting he told me
to take it straight to the Freightliner Dealer. The only problem there was,
the motor had already been shut down.
thanx.
Rookie after 10 weeks
>You'll soon learn that trucks will break down at the most inconvenient
times
>and places.
You are funny. I'm going to add just a bit more to my story to show you my
truck broke down in two very convenient areas. Which goes against your
above statement.
From my original post, the first time it broke down, I managed to coast into
the first stall in the rest area near the 124 mile marker on I94 East in
Wisconsin. That was certainly a very convenient place.
I managed to get my truck started again and after going to one repair shop,
I was given the OK to keep driving on my route.
I stopped at another rest area and the truck would not start at all after
that so it was towed to another repair shop from there. Again, another very
convenient place.
That makes two rest areas where my truck was broke down. I think I'll
change the name of "Rest Area" to "Break Down area."
Now, do you want to try your luck at answering another question?
Is there any type of pay I can get for having to deal with a broken down
truck?
thanx.
Joe Canuck
> Joe Canuck wrote in message
> <2kPCb.21573$aF2.2...@news20.bellglobal.com>...
>
>>Rookie for 2 months now wrote:
>>I would not have shut it down while rolling down the highway.
>>
>>I would have kept the power to it until I found a safe location to pull
>>over or the nearest repair facility if I was aware of one in the area.
>
>
>
> I thought the motor was dead. It could have been. With as much weight as I
> had, it coast a long way. I is very hard to tell if the motor is running or
> not when you are coasting down a hill.
Depends on how big the hill is. Were the jakes engaged? Did you have it
in a lower gear?
Stepping on the fuel should bring back the familiar growl.
Engage the jakes for a bit should also engage the familiar growl. :-)
>
> After it sat in the rest area a while, it restarted and I should have gone
> to the nearest Freightliner Dealer instead of the nearest "repair facility".
>
> You would have made the same mistake the person telling me what to do made.
> My dispatcher, when he heard it was still having trouble starting he told me
> to take it straight to the Freightliner Dealer. The only problem there was,
> the motor had already been shut down.
>
> thanx.
>
>
Rookie with 10 weeks
>Rookie that has lasted 10 weeks wrote:
>> I thought the motor was dead. It could have been. With as much weight
as I
>> had, it coast a long way. I is very hard to tell if the motor is running
or
>> not when you are coasting down a hill.
>
>Depends on how big the hill is. Were the jakes engaged? Did you have it
>in a lower gear?
>
>Stepping on the fuel should bring back the familiar growl.
>
>Engage the jakes for a bit should also engage the familiar growl. :-)
My truck is governed at 65mph. If it goes faster than that going down a
hill, you will not hear the motor again until it gets back to 65, even if
you give it the gas.
I wanted all the speed I could keep after my motor quit. I wasn't about to
try anything with the jake brakes or to try and jump it by letting the
clutch out while it was in gear to try and get it restarted.
thanx
SLW TRK
(Joe Canuck)
>I would not have shut it down while rolling down
>the highway.
>I would have kept the power to it until I found a
>safe location to pull over or the nearest repair
>facility if I was aware of one in the area.
gear, you'll have power steering and an easy to
manage deceleration. And I damn sure wouldn't
have turned off the key.
--
Nick
Rookie with 10 weeks
<12714-3FD...@storefull-2236.public.lawson.webtv.net>...
>Nick
For starters. Have you ever tried to make a turn with a dead motor? It
isn't that hard if you are still rolling.
But it is an interesting point. Let's say I left it in gear and didn't have
enough speed to coast all the way into the first stall in the rest area.
Are you saying that it wouldn't have mattered if I blocked traffic, or ended
up on the side of the road instead, just as long as I did not forfeit my
power steering.
I think putting it back into gear at the very end, to get my power steering
back might have been a good idea, but I really didn't need power steering
anyway since the end stall was empty, and it wasn't really that hard to turn
while it was still rolling.
If my brakes had been like those on a car, where they are tied to the motor
turning and are only good for one more time after the motor dies, I probably
would have left it in gear to help me stop.
thanks for the input.
Joe Canuck
I thought you turned the engine off.
Joe Canuck
> SLW TRK wrote in message
> <12714-3FD...@storefull-2236.public.lawson.webtv.net>...
>
>
>>(Joe Canuck)
>>
>>>I would not have shut it down while rolling down
>>>the highway.
>>>I would have kept the power to it until I found a
>>>safe location to pull over or the nearest repair
>>>facility if I was aware of one in the area.
>>
>>Agreed. Even with a dead engine, if it's left in
>>gear, you'll have power steering and an easy to
>>manage deceleration. And I damn sure wouldn't
>>have turned off the key.
>>
>>Nick
>
>
>
> For starters. Have you ever tried to make a turn with a dead motor? It
> isn't that hard if you are still rolling.
>
> But it is an interesting point. Let's say I left it in gear and didn't have
> enough speed to coast all the way into the first stall in the rest area.
>
> Are you saying that it wouldn't have mattered if I blocked traffic, or ended
> up on the side of the road instead, just as long as I did not forfeit my
> power steering.
It did matter, which is why it is always a good idea to leave it powered
when still rolling on the highway.
>
> I think putting it back into gear at the very end, to get my power steering
> back might have been a good idea, but I really didn't need power steering
> anyway since the end stall was empty, and it wasn't really that hard to turn
> while it was still rolling.
>
> If my brakes had been like those on a car, where they are tied to the motor
> turning and are only good for one more time after the motor dies, I probably
> would have left it in gear to help me stop.
The air compressor, which is driven by the engine keeps your air tanks
pressurized to allow the brakes to function.
At a certain point when the air pressure gets low your trailer brakes
start to engage since it is air pressure that keeps them disengaged.
>
> thanks for the input.
Rookie with 10 weeks
I remember most of the event, but I can't say for sure if the motor had
really quit. It seemed like it had quit and both the speedometer and tach
were reading zero.
Rookie with 10 weeks
>It did matter, which is why it is always a good idea to leave it powered
>when still rolling on the highway.
Have you tried it? It looks like you have not. It wasn't that bad under
highway conditions and I needed all the speed I had left to try and find a
place to pull over.
The only place it would have been nice to have power steering would have
been right at the very end, when I pulled into the stall.
>The air compressor, which is driven by the engine keeps your air tanks
>pressurized to allow the brakes to function.
>
>At a certain point when the air pressure gets low your trailer brakes
>start to engage since it is air pressure that keeps them disengaged.
I have had the low pressure light come on, even with the motor running. I
was backing into a downhill dock and just letting up on the brakes and then
reapplying them was enough for that to happen.
I am aware I can not use the brakes a whole lot, even with the motor
running. I think I've learn a lot from 10 weeks training and then 10 weeks
on the job.
Thanks for the input.
Joe Canuck
> Joe Canuck wrote in message <6i2Db.1529$Ve.2...@news20.bellglobal.com>...
>
>>It did matter, which is why it is always a good idea to leave it powered
>>when still rolling on the highway.
>
>
> Have you tried it? It looks like you have not. It wasn't that bad under
> highway conditions and I needed all the speed I had left to try and find a
> place to pull over.
18 wheels, if you were pulling a van, and the large frontal surface area
provide a lot of rolling resistance unless you have gravity working in
your favour by going downhill.
I don't intend to try this as I don't consider it safe for either myself
or the other motorists.
>
> The only place it would have been nice to have power steering would have
> been right at the very end, when I pulled into the stall.
>
>
>
>>The air compressor, which is driven by the engine keeps your air tanks
>>pressurized to allow the brakes to function.
>>
>>At a certain point when the air pressure gets low your trailer brakes
>>start to engage since it is air pressure that keeps them disengaged.
>
>
>
> I have had the low pressure light come on, even with the motor running. I
> was backing into a downhill dock and just letting up on the brakes and then
> reapplying them was enough for that to happen.
Two brake applications that the low warning comes on?
> I am aware I can not use the brakes a whole lot, even with the motor
> running. I think I've learn a lot from 10 weeks training and then 10 weeks
> on the job.
>
> Thanks for the input.
>
>
>
Rookie with 10 weeks
>Rookie with 10 weeks wrote:
>18 wheels, if you were pulling a van, and the large frontal surface area
>provide a lot of rolling resistance unless you have gravity working in
>your favour by going downhill.
I was pulling a flatbed with plastic conduit. In other words, the wind
could go right through the load.
>I don't intend to try this as I don't consider it safe for either myself
>or the other motorists.
You have to remember, power steering is designed to work incase the motor
loses power. They have to do that for safety reasons.
I can tell you that it works better than I thought it would. If it was too
hard to steer, I would have just turned the key to give me enough engine
spinning to help with the steering.
I've dealt with cars when the motor died. I've found that it was better to
leave the motor off than to all the sudden get power steering back and turn
too sharp.
My decision to leave the transmission in neutral didn't hurt anything or
anyone and if I had it to do all over again, I'd probably do the same thing.
>Two brake applications that the low warning comes on?
It was a lot more than just two. Backing down into a dock, I was trying to
go nice and easy, but I had to keep appling the brakes to keep me from going
too fast and then let back up on them to start moving again. Get the
picture now?
Rookie with 10 weeks
>Rookie with 10 weeks wrote:
>>
>> Have you tried it? It looks like you have not. It wasn't that bad under
>> highway conditions and I needed all the speed I had left to try and find
a
>> place to pull over.
>
>or the other motorists.
After thinking further about your remark:
You don't have to try it on a highway. You can find a big parking spot
where there are no other motorist around and only go 5 or 10 mph.
If you are too worried about what will happen if your power steering belt
comes off, maybe you should not be driving a truck.
thanx
Guess Who?
news:Ss_Cb.194397$Ec1.7...@bgtnsc05-news.ops.worldnet.att.net:
> Is there any type of pay I can get for having to deal with a broken
> down truck?
That will depend on whether or not your company has a policy in place to
deal with breakdown pay....and you'll have to ask them about that.
There is no law on the books anywhere that makes a carrier pay you a dime
when the truck is down....
Sorry....
Tony
Joe Canuck
I am more worried about running into drivers like you who don't know
whether the engine is running or not. :-)
Rookie with 10 weeks
>whether the engine is running or not. :-)
I am sure it was dead. The ABS light on the dashboard indicated that.
Also, when the speedometer started working, it was well under 65, so I lost
quite a bit of speed after it quit.
Now, I suggest you go find a big parking lot and get over your fear of
loosing power steering. ;-)
Whitelightning
"Joe Canuck" <Joe_C...@Canada.ca> wrote in message
news:xm5Db.2147$Ve.3...@news20.bellglobal.com...
> Rookie with 10 weeks wrote:
I think his name says all that needs to be said. Even if the engine had
died, the speedometer would still register, its not tied to the engine, its
tied to a sensor in the final gear box that reads output shaft rpm. 65 mph
in snow, down hill, truck out of gear (that in itself is enough to get one
in a hurt real fast, there is a reason it is stressed to be in the proper
gear before going down a grade,that rig starts rolling you might not get it
back in gear) Add to it that he tried these things in the passing lanes.
But his mind is made up that everything he did was right, nether you nor I
will convince him otherwise Joe. I've never been in a truck so quite I
couldn't hear the engine, and will be the first to admit that my hearing
went south years ago.
Whitelightning┊
Rookie with 10 weeks
You made one very good point and a few bad ones. Your good point was, since
my motor would not restart, I would not have been able to get it back into
any gear. I thank you for pointing that out.
If you ever watch the speedometer on a Freightliner right after you start
the motor, it jumps up to 80 mph and then back down to zero. Now tell me
that is because it is connected to the "output shaft RPM." No, the ECM
controls it.
If anyone knows the stretch of road right before the rest area by the 124
mile post on I94 west in Wisconsin, the can tell you there is no big hill
there. Certainly not a big enough hill to get going too fast.
As for not hearing the engine. Well, I wear ear plugs when I drive and I
was probably running the radio at that time also. Is there a law that says
I have to be able to hear the engine?
The snow wasn't that bad either. There was not a single car or truck off
the road until quite a few miles after that. Then there were 18 cars and 2
Semis, just from that morning.
Thanks for the input and if it happens again, I will try not to take it out
of gear and just hold the clutch in.
Whitelightning
"Rookie with 10 weeks" <NotARealEm...@sorry.org> wrote in message
news:3v7Db.457282$0v4.21...@bgtnsc04-news.ops.worldnet.att.net...
> Whitelightning wrote in message ...
> >
> >"Joe Canuck" <Joe_C...@Canada.ca> wrote in message
> >news:xm5Db.2147$Ve.3...@news20.bellglobal.com...
> >> Rookie with 10 weeks wrote:
> >
>
>
> You made one very good point and a few bad ones. Your good point was,
since
> my motor would not restart, I would not have been able to get it back into
> any gear. I thank you for pointing that out.
>
> If you ever watch the speedometer on a Freightliner right after you start
> the motor, it jumps up to 80 mph and then back down to zero. Now tell me
> that is because it is connected to the "output shaft RPM." No, the ECM
> controls it.
box. weather the engine is running or not if the the key is one and the
vehicle rolling there will be a reading unless of electrical problems.
>
> If anyone knows the stretch of road right before the rest area by the 124
> mile post on I94 west in Wisconsin, the can tell you there is no big hill
> there. Certainly not a big enough hill to get going too fast.
>
> As for not hearing the engine. Well, I wear ear plugs when I drive and I
> was probably running the radio at that time also. Is there a law that
says
> I have to be able to hear the engine?
I would suggest you ditch the ear plugs. If you can't hear the engine, your
not going to know there is a problem till the rod goes through the block.
Your hearing is as important a sense as your sight when driving and why
hearing is checked as part of a DOT physical. Also a reason why driving with
headphones is against the law in every state as far as I know. For that
matter so is your sense of smell important to driving..
>
> The snow wasn't that bad either. There was not a single car or truck off
> the road until quite a few miles after that. Then there were 18 cars and
2
> Semis, just from that morning.
>
> Thanks for the input and if it happens again, I will try not to take it
out
> of gear and just hold the clutch in.
The clutch in would have been a better test. Coasting is dangerous,
coasting out of gear is suicidal
Whitelightning
Rookie with 10 weeks
<1K7Db.11296$xO....@nwrddc02.gnilink.net>...
>The ECM gets its signal from a sensor on the output shaft or the final gear
>box. weather the engine is running or not if the the key is one and the
>vehicle rolling there will be a reading unless of electrical problems.
Ok, so it was "electrical problem" that caused the Speedometer to quit
reading. BTW the ECM found bad and it was replaced.
>I would suggest you ditch the ear plugs. If you can't hear the engine,
your
>not going to know there is a problem till the rod goes through the block.
>Your hearing is as important a sense as your sight when driving and why
>hearing is checked as part of a DOT physical. Also a reason why driving
with
>headphones is against the law in every state as far as I know. For that
>matter so is your sense of smell important to driving..
While I agree with things you say. I don't like the idea of wearing a
hearing aid when I get older either. I think I just didn't hear the motor
because it had completely quit running. I can still hear OK even with ear
plugs because I never use them to the point of completly drowning out sound,
just a lot of it.
>The clutch in would have been a better test. Coasting is dangerous,
>coasting out of gear is suicidal
Well, if leaving it in gear and not having enough power left to make it to
the rest area might have been more suicidal.
If I had needed the power steering, I was thinking just turning the key, and
engaging the starter, would have been enough. Am I wrong there?
>Whitelightning
thanx
Whitelightning
>
> >I would suggest you ditch the ear plugs. If you can't hear the engine,
> your
> >not going to know there is a problem till the rod goes through the block.
> >Your hearing is as important a sense as your sight when driving and why
> >hearing is checked as part of a DOT physical. Also a reason why driving
> with
> >headphones is against the law in every state as far as I know. For that
> >matter so is your sense of smell important to driving..
>
> While I agree with things you say. I don't like the idea of wearing a
> hearing aid when I get older either. I think I just didn't hear the motor
> because it had completely quit running. I can still hear OK even with ear
> plugs because I never use them to the point of completly drowning out
sound,
> just a lot of it.
>
put striaght pipes on is not going to generate enough noise to cause hearing
damage. The fact that you didnt hear the engine stop running ....... My
hearing loss was from 8 1/2 years driving and working on trucks and tanks in
the military. The old 35 series 2 1/2 tonners and the 52 series 5 tonners
had no mufflers and a turbo that screamed like a banshi., and MS has
affected it as well. I would be more concerned with loud music, especially
the bassers running around. I've already started buying stock in companies
that manufacture hearing aids, its going to be a booming (pun intended)
business in another 5 to 10 years. Notice how most of your live bands now
place the speakers in front of them? Many an old rocker cant hear a dang
thing any more. I feel most sorry when one pulls up next to me and I see
some poor kid or worse a baby strapped in the back seat, poor kid.
>
> If I had needed the power steering, I was thinking just turning the key,
and
> engaging the starter, would have been enough. Am I wrong there?
>
system function.
I've had just enough scares where the trailer started to come around on
slick roads to have made me in your situation to just pull off on the
shoulder, roads in Germany in the winter can be very treacherous, and set
the triangles out, and send a message on the Qualcomm to dispatch for help.
I cant think of a much scarier sight then looking in the mirror and see the
trailer coming around. In your situation, you had no power steering, and no
way to apply power to try and straighten it out, all you had was the reserve
of air in the tanks for brakes. Driving is a constant barrage of what if's
being thought out as you tool down the road.
I may have miss-judged you, you seem open to discussion and ideas from other
drivers. The three most dangerous times are the first 5-6 months, then
around the 3-4 year mark, and then again around the 10 year mark. The most
dangerous roads are the ones you know the best.
Whitelightning
Wicked One
handle the hills in Wis.Im worried for ya......Im from Minn and travel
94 a couple times a month.......Its a very boring state.......
Rookie with 10 weeks
>system function.
>I've had just enough scares where the trailer started to come around on
>slick roads to have made me in your situation to just pull off on the
>shoulder, roads in Germany in the winter can be very treacherous, and set
>the triangles out, and send a message on the Qualcomm to dispatch for help.
>I cant think of a much scarier sight then looking in the mirror and see the
>trailer coming around. In your situation, you had no power steering, and
no
>way to apply power to try and straighten it out, all you had was the
reserve
>of air in the tanks for brakes. Driving is a constant barrage of what if's
>being thought out as you tool down the road.
>I may have miss-judged you, you seem open to discussion and ideas from
other
>drivers. The three most dangerous times are the first 5-6 months, then
>around the 3-4 year mark, and then again around the 10 year mark. The most
>dangerous roads are the ones you know the best.
>Whitelightning
Thank you very much for the input.
I had my first big motorcycle accident after the 50,000 mile marker, after a
number of years on the bike, and that, unfortunately, is one of those
barriers where things happen.
I'll try and remember that trucking also has dangerous years.
I've heard that part about most car accidents happen within 5 miles of home
and I can verify that with some of the accidents I've seen.
As for the trailer coming around. That scares me every time I take an exit
ramp. I try to get my speed down before I get into the turn then avoid the
brakes in the turn, but even that doesn't say it can't happen to me.
Thanks again.
Joe Canuck
Now you tell us about the ear plugs.
One of the things that makes a good operator is being able to listen to
the "music" of the rig. After a while you can usually tell from either
the feeling in the seat of your pants or the noise or lack of it in your
ears if all is well with the rig.
>
> The snow wasn't that bad either. There was not a single car or truck off
> the road until quite a few miles after that. Then there were 18 cars and 2
> Semis, just from that morning.
>
> Thanks for the input and if it happens again, I will try not to take it out
> of gear and just hold the clutch in.
>
>
Sarge
news:zOaDb.15271$gk1....@nwrddc01.gnilink.net:
....... My hearing loss was from 8 1/2 years driving and
> working on trucks and tanks in the military. The old 35 series 2 1/2
> tonners and the 52 series 5 tonners had no mufflers and a turbo that
> screamed like a banshi., and MS has affected it as well.
>
Must have been a 63C or maybe 63B. Now that I reread what you said you
could have been a 54C or something simular. I was trying to work on a
sheridan, stradling the trany, engine started to run away. Lucky I had the
manual handy and covered the turbo input to shut it down. That and being in
a Sheridan when it fired has left me with "tinitus". Of course the M578A1
didn't help much nor the M54A2?? 5 ton wrecker. Loved the sound of that
wrecker but I've been paying for it and will continue to do so. It took me
about 8 years to figure there was a better way to make a living. Re-uped
for a communications MOS. 'Nuff war stories for now.
Sarge
--
If it walks like a duck ...... well you know the rest ....
Leon
<<<<<<<< section deleted>>>>>>>
> I've heard that part about most car accidents happen within 5 miles of
home
> and I can verify that with some of the accidents I've seen.
>
While the stat is true the facts show the reason. Simply put more driving
is done within 5 miles of home.
Leon
Amy D
Leon wrote:
Possibly....but it's pretty easy to believe, also, that people will push
themselves that last few miles when they are falling asleep......
amy
Leon
"Amy D" <amy...@joimail.com> wrote in message
news:3FE0D0ED...@joimail.com...
From a study done in Australia only 6% of all crashes were deemed to have
been caused from falling asleep.
I think you are also trying to tie this to pro driving. And I would doubt
that very many pro drivers fall asleep within 5 miles of their home.
When one looks at driving patterns they will see that the majority of
driving is done within 5-10 miles of their home.
Leon
Amy D
Leon wrote:
If you are assuming I'm tying this with "pro-TRUCK-driving" you are wrong.
Actually, I didn't even think of this in the truck-driving sense. I see your
point....I also see my point....
amy
Zeke
> I was driving in the snow, about 65 mph, headed east on I 94, about the 124
> mile post.
>
> I looked down and saw the ABS light on, on my readout. I looked a little
> further and noticed that the tach and the speedometer were both at zero.
>
> I put it in neutral and turned the key off. I waited a bit and tried to
> restart it. It did not start, but my Speedometer started working.
>
> The Speedometer said about 52 at that time and I decided I'd better start
> looking for a place to pull over. Even though, I was still doing the speed
> limit, I turned my hazard lights on, because I felt like a hazard.
>
> I worked my way over to the right lane and didn't see any good place, to
> pull over on the inside of the turn.
>
> Shortly after that, I saw a sign for a rest area. I decided that was the
> only place to go.
>
> On my way up the ramp, someone on the CB told me that I went into the rest
> area with my left turn signal on. I said it was my hazard lights and my
> right light does not always work. It is something we have to look at.
> Note: That problem was fixed that day, it was a broken connector.
>
> I felt so lucky that I found a rest area, then someone gives me shit about
> my screwed up tail light, that I already knew about. What a bummer, but it
> helped me get it fixed.
>
> I coasted in there, up a small hill, and found the first stall empty. It
> was a little hard to park without any power steering, but I thought it was
> pretty good, just not perfect.
>
> When I finally stopped, I tried to restart the truck and it would not go.
>
> I walked up to the rest area and called back to work and let my Service
> Manager know what had happened.
>
> The rest of the story only goes to show how much it cost to try and save a
> penny, so I'll pass on that.
>
> thanx
>
>
bump