Hey there Big Strappers. Good to be back. Thanks for checking out today's upload. When you've been in that ugly situation that you start to loose control, what worked for you? Love to hear from you, as always.
2 important things I've learned is 1 it's like a giant game of chess you've gotta be several moves ahead of everyone else. Second thing is the worst possible thing you can do is panic.
Great tips, Dave. I have always been a big believer in not skimping on tires. Cheap often comes out expensive. I use Bridgestone M726 EL’s on the drives and Bridgestone R284’s on the steers. They have saved me (and my truck) a few times for sure.
Truckers need a time class. We’ll actually everybody does. Your best advice was slow down to elimate or downsize the risk of losing control. My tip. Even in states where the speed limit is above the national average. Slow down. Ok. You drive 70/80 mph and you arrive -10/15 minutes earlier. That’s fine but if you lose control you could arrive 10hours/ 10days later. Your choice. My brother was a cross country driver for 35 years and he always set the cruis at 55 mph no matter what the dpeed limit. He never lost control and never had an at fault wreck. Lucky msn? No, in control man. Great 10 points especially the slow down one. Keep up the good work keeping our truckers and the public safe.
Im a new driver, just got my cdl last November. During training there was so many times where I chose to slow down and the trainers would get upset and tell you to drive the speed limit at all times. They said its against the law to impede traffic behind you.
For my first year driving, I started out driving slowly and really focusing on learning manual speed, rps and the shifting engine braking force of the various manual gears. I had a button for Jake brake intensity I left on most intense for the first 8 months. Once I had that under my belt, I started focusing on other things, just a couple at a time, to really improve my driving. LOL Still feel I have a LONG way to go! Feels good to revisit, refresh and update previously learned skills with newer and different tractors.
My lost control episode came during a cold weather scenario. When it's rainy and wet and the temperature is variable and right around 33 - 34 degrees is when it's the most dangerous, especially in southern states that don't typically run salt and sand trucks. The roads may not be frozen over but bridges and overpasses can go from just being wet to frozen over in an instant. It was in Georgia late one evening during a cold rainy day and I was cruising along at around 65 mph, no problems, until I was crossing an overpass and my steering wheel suddenly felt like something wasn't jiving right, looked in my driver side mirror and I could see my company's logo. I cannot explain the sudden jolt of fear and near panic that I felt in an instant. And it happened so quickly there was no time to respond. I realized though what was happening and started looking (foot off accelerator pedal) for the end of that overpass. The moment my tandems touched the unfrozen pavement my trailer immediately tried to fall back in line with my drives... But the momentum carried them PAST over to the other side. Fortunately I had let off the gas soon enough to slow my momentum thus lessening the opposite reaction and my trailer fell back in line. And fortunately there was no other vehicles in my immediate vicinity that I probably would have came into contact with. It was reflex and instinct that had me let off the accelerator, which luckily was the correct response.. Anyway, it scared the daylights outta me and you can bet that I slowed down quite a bit afterwards and ultimately decided to call it a day. But not before I hit up channel 19 to try and warn as many as we're listening to WATCH OUT BECAUSE THE BRIDGES ARE FREEZING OVER!! You all stay safe out here and remember your most important load is your rear end, with home being it's consignee.
To my understanding, the reason many companies are purchasing tractors without trailer brake handles is because O/Os were burning out the trailer brakes to conserve their tractor brakes while going down hills/ mountains declines.
Thank you for taking the time to get this info out. I’m semi retired teachin people to pas the test. As soon as they get their permit to watch your channel
Good stuff. 👍 it's already things you know if you grew up in snow country. Still never getting out of control is the best advice. Thanx foe sharing your knowledge and experience. I'm a new cdl driver but now a new driver. I drive like your talking about already. Thanx again
Also, if the shoulder is not clear or availabe, look for unpacked snow (on the road) fresh snow is USUALLY much less slick than packed snow. Many times I have had to "dive" over to a lane with fresh snow to get out of a spin while climbing a hill.
Here's something I did...roll the window down and learn what your tires sound like on dry pavement. In greasy conditions, lower the window and listen; if you don't hear tire noise you're on snow or ice, not pavement.
That is a great way to know what is going on. Especially when it is wet and may be icy but you do not want to hit the brakes to find out. If you can hear the water, it is usually not icy, but if you stop hearing the water, you better led off the throttle.
Thank you for sharing your knowledge. I appreciate hearing these tips because it makes me a better driver and keeps safety at the forefront of our profession. I rarely if ever get to go into mountain driving but in the midwest here in Wisconsin and Minnesota we have some steep grades and when the weather changes it can make for some pretty hazardous conditions to drive in.
Say Dave, at 8:38 in your video I see a timer between the interlock and amp gage. I've never seen this before, what is it's purpose? Also, what are your thoughts on using the interlock and the jake brake? I've wondered if a driver would find it to their advantage to have the jake running through eight points of road contact instead of four.
Hi Dave I didn’t realize you could come down a grade to slow until a few weeks ago in Montana…. The grade was completely covered in ice and as I got to the top of the grade in my automatic transmission I went to manual mode in seventh gear and as soon as I started to go down the grade the tractor drives locked up into a skid and tried to jackknife the truck…. I had to upshift quickly to keep the trailer in back of me but it was an out-of-control situation because the road being completely covered in impacted Snow Ice ……
The trailer brake lever can be used to check brake lights, and to see if your trailer has working brakes. Just because you have parking brakes, doesn't mean you have brakes when rolling .
Nice video Dave, unfortunately some companies are programming the new automatics so the drivers can not manually shift gears or lock the transmission in a gear. Unfortunately these companies are putting fuel economy and transmission wear above driver and bystander safety. I wish the government would ban companies from doing this.
I found in the automatic Cascadia Freightliner, going through mountains in 9-10th gear is the sweet spot in dry conditions with a moderate load. If i'm lightly loaded, then 10th-11th gear is the sweet spot. In its 'Economy' mode', it wants to stay in coast or 12th, or 10th when suddenly needing to jake your speed down which im not a fan of. A handful of people say that you can't drive an auto in the mountains etc which is understandable. However, if you know how to drive an automatic, then it's very doable. Just like the video said- "know your vehicle".
The power divider technique definitely sounds good climbing up the grade though I never had considered that nor was I taught anything about it…. Great tip Dave 👍
when on ice if there is not a gravel shoulder drive on the rumble strip it will help.no power steering sure made you pay a lot more attention when backing up,miss it sometimes
As a knowledge mechanic All trailers need it's brake But noticed not all trailers got spring parking trailer brake So coupling to the trailer first and using the trolly handle will prevent the trailer from rolling away as you pin it to the tractor
Hey great video 👍 i have a question about the engine break i’m only one year experience and i use the engine break around 85% to 90% of the time i think i’m doing the right thing i’m just not sure because a lot of experience drivers had told me that is not good to do the jake brake at all times
I like to use the trailer brake to see if the trailer brakes are properly functioning, independent of the truck's foundation brakes. I will get up to 20km in the yard and apply the trailer brakes. If it takes 1/2 the stroke of the hand trailer, I then know my trailer brakes are not correctly set up to stop me down a steep grade.
Most of driving on slippery road was a single axle gets me going downhill with speed up to long as it was straight you could get up Drive may slip a little tandem so much better we swapped to them later on
And know how to tell when they are out of adjustment. If auto-adjusters are not auto-adjusting they need to be checked and not just adjusted. DOT LOVES getting drivers on automatic slack adjusters being out.
When do you have a flat on your steering axle and you need to control your truck and bring it to a stop use your Spike by doing that you raise the front end of your tractor and it will help you stop and control the truck better and you'll be able to save the rim on the steering axle
UPS wants us to use the trailer brakes anytime we stop in traffic. They say that way if someone hits you in the rear it won't go forward at the vehicle in front of you
I hate the auto Jake brakes because they don't activate if I'm going less than 45mph. . And some customers are at the top of mines in the mountains so it's just dangerous
I use the Trailer Brake every time that I hook up to anything that I’m going to pull; I NEVER TAKE IT ON FAITH THAT THE SERVICE BRAKES ARE WORKING PROPERLY, ESPECIALLY CONTAINER CHASSIS. If the cab has no Trailer Brake, I won’t even start the damn this up.
AKA Interlock or inter-axle diff lock. Some trucks do not have them. It locks the two drive-axles together so that power goes to bothe axles instead of just one.
It’s easier to keep 1 in control, than it is to get 1 in control, when it’s out of control. In other words don’t ever lose control of the truck, and don’t drive the truck beyond what your truck is capable of doing, and don’t drive beyond your capability either.
They eliminated the trailer breaks to prevent people who rent trailers from just using trailer breaks instead of their own and wearing down their breaks. I think 🤔
For the test there are a lot of things they tell you not to do but drivers with experience have learned how to control the truck while doing things they tell you not to do in driving school. The problem is that there is too much that they can not teach in school but you really need to learn from doing. There are too many variables for them to teach drivers how to do something in every condition. The jake brake is one, it CAN be used in most conditions but they teach drivers NOT to use it except if the road is bare and dry. That is because a driver needs to figure out how the truck they are driving will handle different conditions and every condition and truck is different.
Today’s automated trucks add to the complexity of getting into a wreck. If the vehicle starts to slide, you have no way of breaking torque to stop the skid. If you’re smart and quick enough, you can shift into neutral to do this. Unlike a manual transmission that had a clutch the automatic aggravates getting into a skid. Couple that with companies that stupid single tires and you are set up for a disaster. I don’t drive over the road because I will not buy a truck and I will not drive somebody else’s piece of junk that includes a brand new piece of junk.
Hey there Big Strappers. Good to be back. Thanks for checking out today's upload. When you've been in that ugly situation that you start to loose control, what worked for you? Love to hear from you, as always.
2 important things I've learned is 1 it's like a giant game of chess you've gotta be several moves ahead of everyone else. Second thing is the worst possible thing you can do is panic.
Great tips, Dave. I have always been a big believer in not skimping on tires. Cheap often comes out expensive. I use Bridgestone M726 EL’s on the drives and Bridgestone R284’s on the steers. They have saved me (and my truck) a few times for sure.
Continental tired for me.
This man's knowledge is priceless
These videos are pure gold 🥇 for new drivers but even seasoned driver's can benefit. Keep it up. Love the tips
Truckers need a time class. We’ll actually everybody does. Your best advice was slow down to elimate or downsize the risk of losing control.
My tip. Even in states where the speed limit is above the national average. Slow down. Ok. You drive 70/80 mph and you arrive -10/15 minutes earlier. That’s fine but if you lose control you could arrive 10hours/ 10days later. Your choice. My brother was a cross country driver for 35 years and he always set the cruis at 55 mph no matter what the dpeed limit. He never lost control and never had an at fault wreck. Lucky msn? No, in control man.
Great 10 points especially the slow down one.
Keep up the good work keeping our truckers and the public safe.
Im a new driver, just got my cdl last November. During training there was so many times where I chose to slow down and the trainers would get upset and tell you to drive the speed limit at all times. They said its against the law to impede traffic behind you.
#4 Steering Alignment too. Their just miserable to drive when the thrust angle is out.
For my first year driving, I started out driving slowly and really focusing on learning manual speed, rps and the shifting engine braking force of the various manual gears. I had a button for Jake brake intensity I left on most intense for the first 8 months. Once I had that under my belt, I started focusing on other things, just a couple at a time, to really improve my driving. LOL Still feel I have a LONG way to go! Feels good to revisit, refresh and update previously learned skills with newer and different tractors.
Fantastic info !!! Thank u for posting this ..EVERY DRIVER NEEDS TO SEE THIS!!
Have used #6 with both my personal vehicle and my truck. If no gravel use the rumble strip.
My lost control episode came during a cold weather scenario. When it's rainy and wet and the temperature is variable and right around 33 - 34 degrees is when it's the most dangerous, especially in southern states that don't typically run salt and sand trucks. The roads may not be frozen over but bridges and overpasses can go from just being wet to frozen over in an instant. It was in Georgia late one evening during a cold rainy day and I was cruising along at around 65 mph, no problems, until I was crossing an overpass and my steering wheel suddenly felt like something wasn't jiving right, looked in my driver side mirror and I could see my company's logo. I cannot explain the sudden jolt of fear and near panic that I felt in an instant. And it happened so quickly there was no time to respond. I realized though what was happening and started looking (foot off accelerator pedal) for the end of that overpass. The moment my tandems touched the unfrozen pavement my trailer immediately tried to fall back in line with my drives... But the momentum carried them PAST over to the other side. Fortunately I had let off the gas soon enough to slow my momentum thus lessening the opposite reaction and my trailer fell back in line. And fortunately there was no other vehicles in my immediate vicinity that I probably would have came into contact with.
It was reflex and instinct that had me let off the accelerator, which luckily was the correct response..
Anyway, it scared the daylights outta me and you can bet that I slowed down quite a bit afterwards and ultimately decided to call it a day.
But not before I hit up channel 19 to try and warn as many as we're listening to WATCH OUT BECAUSE THE BRIDGES ARE FREEZING OVER!!
You all stay safe out here and remember your most important load is your rear end, with home being it's consignee.
Awesome tips brother. Just wish the new drivers would practice just one or two of these. Thanks again for taking the time sir.
To my understanding, the reason many companies are purchasing tractors without trailer brake handles is because O/Os were burning out the trailer brakes to conserve their tractor brakes while going down hills/ mountains declines.
That and inexerienced drivers were dragging the brakes and didn't know it.
Thank you for taking the time to get this info out. I’m semi retired teachin people to pas the test. As soon as they get their permit to watch your channel
Good stuff. 👍 it's already things you know if you grew up in snow country. Still never getting out of control is the best advice. Thanx foe sharing your knowledge and experience. I'm a new cdl driver but now a new driver. I drive like your talking about already. Thanx again
Also, if the shoulder is not clear or availabe, look for unpacked snow (on the road) fresh snow is USUALLY much less slick than packed snow. Many times I have had to "dive" over to a lane with fresh snow to get out of a spin while climbing a hill.
Here's something I did...roll the window down and learn what your tires sound like on dry pavement. In greasy conditions, lower the window and listen; if you don't hear tire noise you're on snow or ice, not pavement.
That is a great way to know what is going on. Especially when it is wet and may be icy but you do not want to hit the brakes to find out. If you can hear the water, it is usually not icy, but if you stop hearing the water, you better led off the throttle.
Thank you for sharing your knowledge. I appreciate hearing these tips because it makes me a better driver and keeps safety at the forefront of our profession. I rarely if ever get to go into mountain driving but in the midwest here in Wisconsin and Minnesota we have some steep grades and when the weather changes it can make for some pretty hazardous conditions to drive in.
Miss Dave!
Say Dave, at 8:38 in your video I see a timer between the interlock and amp gage. I've never seen this before, what is it's purpose? Also, what are your thoughts on using the interlock and the jake brake? I've wondered if a driver would find it to their advantage to have the jake running through eight points of road contact instead of four.
Thats a timer for the motor for cooling down, set it to 10 min and you can take the key out or off and it shuts down after the timer offs
Thank you for sharing your experience
Thank you I applied. The starter company I’ve been with, Has a cap on OTR.
Hi Dave I didn’t realize you could come down a grade to slow until a few weeks ago in Montana…. The grade was completely covered in ice and as I got to the top of the grade in my automatic transmission I went to manual mode in seventh gear and as soon as I started to go down the grade the tractor drives locked up into a skid and tried to jackknife the truck…. I had to upshift quickly to keep the trailer in back of me but it was an out-of-control situation because the road being completely covered in impacted Snow Ice ……
You started down the hill going too fast.
I always used the trailer brake when I had to stop and start on a grade.
Dave. God bless you. I've learned so much from you. Thank you so much.
That's all good, solid advice. Thanks, Dave!
The trailer brake lever can be used to check brake lights, and to see if your trailer has working brakes. Just because you have parking brakes, doesn't mean you have brakes when rolling .
Both things I've done plenty of times, which makes it even more baffling why a trailer brake would be un-spec'd
Im about to get my cdl..thank you for your advices❤
Great reminders thanks
Nice video Dave, unfortunately some companies are programming the new automatics so the drivers can not manually shift gears or lock the transmission in a gear. Unfortunately these companies are putting fuel economy and transmission wear above driver and bystander safety. I wish the government would ban companies from doing this.
which companies are doing this?
Thanks you so much!!!! Very helpful information, appreciated for you!!
I found in the automatic Cascadia Freightliner, going through mountains in 9-10th gear is the sweet spot in dry conditions with a moderate load. If i'm lightly loaded, then 10th-11th gear is the sweet spot. In its 'Economy' mode', it wants to stay in coast or 12th, or 10th when suddenly needing to jake your speed down which im not a fan of. A handful of people say that you can't drive an auto in the mountains etc which is understandable. However, if you know how to drive an automatic, then it's very doable. Just like the video said- "know your vehicle".
Keep 'em coming Dave
The power divider technique definitely sounds good climbing up the grade though I never had considered that nor was I taught anything about it…. Great tip Dave 👍
Knowing the SMITH system instinctively has saved my butt a couple times
I’m sorry but what’s the SMITH system
@@leviescott4819 Something that should be taught in every driving school. Both for four-wheelers and CDL schools.
when on ice if there is not a gravel shoulder drive on the rumble strip it will help.no power steering sure made you pay a lot more attention when backing up,miss it sometimes
As a knowledge mechanic
All trailers need it's brake
But noticed not all trailers got spring parking trailer brake
So coupling to the trailer first and using the trolly handle will prevent the trailer from rolling away as you pin it to the tractor
Do you have a video on how to handle and react in high winds?
Great advices mr Dave! Thanks and be safe, greetings from NC 👋🏿
Thanks a lot Dave.🙏☕🍪🏋️♀️
As always thanks for your valuable information 👍. Do you any advice how to deal with these high fuel prices for small owner operators?
Slow down. Run Lowest rpms you can, Stop idling. Charge more for fuel expenses/negotiate fuel charges with brokers/shippers.
Thanks for the info Brother 👍
Im practicing on american trucking simulator its so fun
You need to be the head of FMCSA!
Thank you, sir!
Hey great video 👍 i have a question about the engine break i’m only one year experience and i use the engine break around 85% to 90% of the time i think i’m doing the right thing i’m just not sure because a lot of experience drivers had told me that is not good to do the jake brake at all times
Power divider is dif lock right? Seems like thats what hes referring to
Yes.
Similar, power divider locks to power both drive axles. Diff lock powers both sides of an axle.
My truck calls it "interlock"
@@vendingdudes It is technically an INTER-AXLE DIFFERENTIAL LOCK, interlock for short.
Thank you 💝
happen to me once it was raining i was empty traffic came to a stop and yea thankfully i also stopped with a minor skid had me scared
I like to use the trailer brake to see if the trailer brakes are properly functioning, independent of the truck's foundation brakes. I will get up to 20km in the yard and apply the trailer brakes. If it takes 1/2 the stroke of the hand trailer, I then know my trailer brakes are not correctly set up to stop me down a steep grade.
Finally a video
Most of driving on slippery road was a single axle gets me going downhill with speed up to long as it was straight you could get up Drive may slip a little tandem so much better we swapped to them later on
And every driver should know how to adjust there brakes.
And know how to tell when they are out of adjustment. If auto-adjusters are not auto-adjusting they need to be checked and not just adjusted. DOT LOVES getting drivers on automatic slack adjusters being out.
When do you have a flat on your steering axle and you need to control your truck and bring it to a stop use your Spike by doing that you raise the front end of your tractor and it will help you stop and control the truck better and you'll be able to save the rim on the steering axle
Use your spike?
@@vendingdudes The trailer-brake handle. (not the supply valve knob). I have never heard it called the spike, but I know what they are talking about.
UPS wants us to use the trailer brakes anytime we stop in traffic. They say that way if someone hits you in the rear it won't go forward at the vehicle in front of you
Where'd the live streems been im not getting notified
Hasn’t done one in about 3 weeks. Must be busy, i’ve been missing them
I hate the auto Jake brakes because they don't activate if I'm going less than 45mph. . And some customers are at the top of mines in the mountains so it's just dangerous
I use the Trailer Brake every time that I hook up to anything that I’m going to pull; I NEVER TAKE IT ON FAITH THAT THE SERVICE BRAKES ARE WORKING PROPERLY, ESPECIALLY CONTAINER CHASSIS. If the cab has no Trailer Brake, I won’t even start the damn this up.
Professor Emeritus !👍👍👏👏👏👇🙌
What's the difference in price of a quality steering tire and a cheap one?
A few hundred dollars.
Is gp transco in canada as well?
What's a power divider? My trainer must've missed that one.
AKA Interlock or inter-axle diff lock. Some trucks do not have them. It locks the two drive-axles together so that power goes to bothe axles instead of just one.
99% of loss of control is due to speed
@10:12 it’s *Brake* Dave 😅😅
Yes, that one slipped by me, and was too late to fix. Ugh.
Where the hells the live streams driver!?
It’s easier to keep 1 in control, than it is to get 1 in control, when it’s out of control. In other words don’t ever lose control of the truck, and don’t drive the truck beyond what your truck is capable of doing, and don’t drive beyond your capability either.
I got my cdl through cr england, and they basically would tell us never use the jake break.
you can't loose control of the truck from the comfort of your home couch
Just like riding a motorcycle 😊
Ran a single axle ford aero max back brakes replaced 450,000
👍
They eliminated the trailer breaks to prevent people who rent trailers from just using trailer breaks instead of their own and wearing down their breaks. I think 🤔
10:16 B-r-a-k-e. (Awesome video otherwise.)
Slow down it’s that simple
That’s what she said
@@bigeric8334 She never said it to me... :(
Front never turned in 500,000 that using engine brake 36,000 load weight
For the test they tell us to never use the trailer break while driving.
For the test there are a lot of things they tell you not to do but drivers with experience have learned how to control the truck while doing things they tell you not to do in driving school. The problem is that there is too much that they can not teach in school but you really need to learn from doing. There are too many variables for them to teach drivers how to do something in every condition. The jake brake is one, it CAN be used in most conditions but they teach drivers NOT to use it except if the road is bare and dry. That is because a driver needs to figure out how the truck they are driving will handle different conditions and every condition and truck is different.
Today’s automated trucks add to the complexity of getting into a wreck. If the vehicle starts to slide, you have no way of breaking torque to stop the skid. If you’re smart and quick enough, you can shift into neutral to do this. Unlike a manual transmission that had a clutch the automatic aggravates getting into a skid. Couple that with companies that stupid single tires and you are set up for a disaster. I don’t drive over the road because I will not buy a truck and I will not drive somebody else’s piece of junk that includes a brand new piece of junk.
80% rolling these days don't even have proper lane control, probably don't even know what it is.
Hey Dave rumor has it was you were a straight truck driver? If that’s the case you gotta go
👍👍👍👍☝️☝️🙋♂️🙋♂️👊👊😎😎😎
Manual steering, 5 &4 transmissions, wouldn''t have a clue how to drive an automatic. Keep it out of the weeds newbies !!!
Awesome video. My Dad drove, we would hang out when i went on trips
I really appreciate your videos driver 🫡
Thanks a million