TO ALL MEMBERS

SUBJECT: DEPARTMENT DRIVER TRAINING PROGRAM

In order to provide you with uniform, high-quality driver training, the In-Service TrainingSection, in conjunction with the Driver's Training Committee, has developed a "Driver TrainingProgram" and 'Driver's Training manual" designed to improve your overall driving performance.

The new Driver Training Program consists of the following:

- Phase I: Classroom Study and Review- Phase II: Driver Training Course and Driving Rodeos- Class-I and Class II Driver's License Requirements and Testing Procedures- Training Video Tapes

The program will be scheduled once a year by the Division Driver Training Coordinators.Phase I will consist of in-station study and review of the eight classroom modules in theDriver's Training Manual and Chapters 3, 4 and 22 from the Apparatus Operator's TrainingManual. Phase II will be actual participation in the Driver Training Course and Driving Rodeos.

All written and driving scores will be reviewed by Company Commanders. Anyone with a belowaverage score will be given a "prescription for improvement," which will consist of apersonalized program to raise the skill level of that particular individual. Newly appointedmembers will be required to successfully complete both Phase I and Phase II of the program toqualify for their initial Class II driver's license.

It is my belief that through each member's personal commitment to improving his/her drivingperformance, we can significantly reduce maintenance costs and the risks of injury, propertydamage, and financial loss which so often result from traffic accidents.

DONALD 0. MANNING

DONALD 0. MANNINGChief Engineer and General Manager

DOM: CAY:ch/cayO2O

LOS ANGELES CITY FIRE DEPARTMENT

DRIVER'S TRAINING MANUAL

TABLE OF CONTENTS

I. TABLE OF CONTENTS

II. PROGRAM OVERVIEW

III. GENERAL INFORMATION

Motor-Vehicle Accidents, Statistics 1983 &1984

IV. STATISTICAL INFORMATION

V. DRIVERS TRAINING AIDS

VI. CLASSROOM MODULES

Module #1 Vehicle Code Provisions and ProceduresVehicle Code ProvisionsVehicular Accident Procedures

Module #2 Basic Theory of Apparatus Drive Train ClutchClutchClutch-Brake AssemblyTransmissions

ManualAutomatic

Drive-LinesUniversal JointSlip JointPropeller Shaft (Drive Shaft)

Rear-EndFinal DriveDifferentialLive Axles

Module #3 Shifting TechniquesPre-TestManual TransmissionAutomatic Transmission

Module #4 Apparatus MaintenanceBasic ApparatusHeavy and Light Apparatus Preventive Maintenance

Daily ScheduleWeekly ScheduleMonthly Schedule

Light Vehicle Preventive MaintenanceDaily ScheduleWeekly ScheduleMonthly ScheduleBimonthly Schedule

Module #5 Apparatus Characteristics That CanContribute To Accidents

TABLE OF CONTENTS (continued)

VI. CLASSROOM MODULES

Module #6 Driving Under Non-Emergency Conditions and Rehousing ApparatusModule #7 Driving Under Emergency ConditionsModule #8 Apparatus Spotting -and Placement Truck and Triple Light Apparatus

VII. DRIVERS TRAINING ARTICLES

Article #1 - Lessons LearnedArticle #2 - Foot Braking ProceduresArticle #3 - Apparatus Inventory & Traffic AccidentsArticle #4 - Stale Green LightArticle #5 - Skid Recovery and HydroplaningArticle #6 - California Traffic Safety WeekArticle #7 - National Motor-Vehicle FatalitiesArticle #8 - Southland School Children on VacationArticle #9 - MopedsArticle #10 - Air Brakes Emergency SystemsArticle #11 - Fuel Conservation/Driving Procedures,Article #12 - "Smith System, Defensive Driving

VIII. DIVISION DRIVING COURSE - Evaluation Information Sheet

Division I

Division II

Division III

IX. DRIVERS TRAINING RODEO

Heavy ApparatusLight Apparatus

X. DIVISION DRIVER TRAINING COORDINATOR

XI. BATTALION DRIVER TRAINING INSTRUCTOR

0001dt

LOS ANGELES FIRE DEPARTMENT

DONALD 0. MANNINGCHIEF ENGINEER AND GENERAL MANAGER

DEPARTMENT DRIVER TRAINING PROGRAM OVERVIEW

In order to create a quality Driver Training Program, the In-Service Training Section andDriver's Training Committee has developed a Driver Training Program and Driver's TrainingManual designed to improve the overall driving performance of Department members.

The Driver Training Program consists of the following:

- Driver's Training Manual- Phase I: Classroom Study and Review- Phase II: Driver Training Course and Driving Rodeos- Class I and Class II Driver's License Requirements and Testing Procedures- Training Videotapes

The Driver Training program will be scheduled once a year by the Division Driver TrainingCoordinators and will be conducted in two separate phases. The program will be coordinatedby a Division Driver Training Coordinator from each Division, on each platoon, with theassistance of a Battalion Driver Training Instructor from each Battalion, each platoon.

Phase I will consist of in-station study and review of the eight classroom modules in theDriver's Training Manual and Chapters 3. 41 and 22 from the Apparatus Operator's TrainingManual. This training will be conducted in preparation for a written examination scheduled andconducted by the Battalion Driver Training Instructor. Phase I shall be supervised by theBattalion Driver Training Instructor and completed prior to the member's participation in PhaseII of the program.

Phase II will be scheduled on a Division-wide basis, per Battalion, and will consist of firesuppression and EMS personnel participating in the Division Driver Training course and DrivingRodeos.

Phase II will consist of fire suppression and EMS personnel participating in the Division DriverTraining course and Driving Rodeos. The Division Driver Training courses will consist of apredetermined route that will use the same basic criteria as the driving portion of the ApparatusOperators and Engineers Practical exam., i.e., controlled and uncontrolled intersections,stopping on a grade, etc. Members' driving performance will be evaluated by the DivisionDriver Training Coordinator or Battalion Driver Training instructor using a standardized gradesheet.

- 2 -

The Driving Redeo will consist of two phases. One will be designed for heavy apparatus thatwill be driven by fire suppression personnel only. The second, will be a modified rodeo to beused by both fire suppression and EMS personnel to evaluate their skills in driving a rescueambulance. This modified rodeo will be designed specifically to address problem areasinherent when driving this type of vehicle. Each driver will be given a score based on theirperformance on both the Division Driver Training course and Driving Rodeos.

Company Commanders will receive the scores of each of their members, on the writtenexamination, Division Driver Training Course, and Driving Rodeos. Members with belowaverage scores will be given a prescription for improvement designed to assist the CompanyCommander and/or Battalion Driver Training Instructor in improving the member's drivingperformance.

Members who presently maintain a Class II Drivers License and do not complete the DivisionDriver Training course and Rodeo with a passing score will be required to complete remedialtraining and be reexamined within three months. During this period, members will lose theircertification to drive heavy apparatus, except for training or non-emergency driving, until theycomplete the Division Driver Training course and/or Rodeo with a passing score.

Newly appointed members will be required to successfully complete both Phase I and II of theDriver Training Program in order to qualify for their initial Class II driver's license.

Members requiring testing for initial issuance of Class I and Class II drivers licenses, andremedial testing, shall be scheduled, when possible, with Battalions conducting their annualDrivers Training Program..

The Driver Training Program is designed to utilize minimum staffing requirements, but maintainmaximum consistency in the implementation of this program.

The Drivers Training Program shall be staffed by officers within the Department who haveexperience and expertise in teaching and evaluating a person's driving performance with bothheavy apparatus and light vehicles.

A Captain II from each Division on each platoon shall be assigned the responsibility of DivisionDriver Training Coordinator. The Division Driver Training Coordinator shall perform the dutiesas specified in the Division Driver Training Coordinator 'Information Guide" included in theDrivers Training Manual.

- 3 -

A Captain from each Battalion, on each platoon shall be assigned the responsibility ofBattalion Driver Training instructor. The Battalion Driver Training instructor shall assist theDivision Driver Training Coordinator and perform the duties as specified in the Battalion DriverTraining instructor "Information Guide" included in the Drivers Training manual.

The annual Drivers Training Program shall be staffed by three officers (Division Driver TrainingCoordinator and/or Battalion Driver Training instructors), a Task Force and appropriate EMSDistrict Supervisor.

The Division Driver Training Coordinator/Battalion Driver, Training instructors shall evaluatemembers driving performance during the Division Driver Training course and coordinate theDriving Rodeos.

The designated task force and appropriate EMS District Supervisor shall conduct and evaluatemembers driving performance during the Driving Rodeos.

In addressing the needs of a quality. Driver Training Program, the In-Service Training Sectionhas, in conjunction with the Drivers Training Committee, developed a comprehensive DriverTraining Program, and Drivers Training manual.

The Driver Training Program is designed to provide the best possible In-Service Driver TrainingProgram with minimal impact on present funding.

MOTOR-VEHICLE ACCIDENTS, 1984

(See also page 2 for National Health Survey totals)

Between 1912 and 1984, motor-vehicle deaths per 10,000 registered vehicles were reduced91 per cent, from 33 to about 3. (Mileage data were not available in 1912.) In 1912, there were3,100 fatalities when the number of registered vehicles totaled only 950,000. In 1984, therewere 46,200 fatalities, but registrations soared to 174 *million.

The 1984 mileage death rate is the lowest on record. Motor-vehicle deaths decreased in 1983and increased in 1984, while vehicle miles increased in both years.

Deaths.................................................................................................................46,2000

Disabling injuries. ............................................................................................1,700,000

Cost (see also pages 4 and 5).......................................................................$47.6 billion

Motor-vehicle mileage....................................................................................1,727 billion

Death rate per 100,000,000 vehicle miles................................................................. 2.68

Registered vehicles in the U.S. .....................................................................174,200,00

Licensed drivers in the U.S. ........................................................................157,300,000

Accident totals Number of Drivers (Vehicles)Accidents Involved

Fatal 41,400 60,900Disabling injury 1,100,000 1,900,000Property damage and non-disabling injury 17,700,000 31,000,000

Total (rounded) 18,800,000 33,000,000

Interstate System

Over 43,000 miles of the Interstate System were open to traffic at the end of 1984, and they carried about350,000,000,000 miles of travel, which represents about 20 per cent of the total travel on all of the nation's roads,according to the Federal Highway Administration. If deaths with this amount of travel had occurred at a rate of 2.7, whichwas the rate on all of the nation's roads in 1984, compared with a preliminary estimate of about 1.2 for the portion of theInterstate System open to traffic, there would have been approximately 5,200 more deaths during the year than actuallyoccurred. The 1984 rate of 1.2 represents a decrease of 8 percent from the 1983 rate.

Based on 1983 data from the National Highway Traffic Safety Administration Fatal Accident Reporting System,Interstate and other limited access routes accounted for about 19 per cent of the fatal accidents in urban areas and only 9per cent in rural areas, where few such facilities exist. Eighty-three per cent of the fatalities due to accidents on theInterstate System in 1983 were vehicle occupants, of which 45 per cent were in single vehicle accidents and 38 per centwere in multi-vehicle accidents. Only 17 percent of the fatalities on the Interstate were non-occupants.

Type of accident by roadway class

In 1983, principal arterial and collectors accounted for almost one half of the fatal accidents, according to data fromthe National Highway Traffic Safety Administration 1983 Fatal Accident Reporting System.

Collisions with other motor vehicles uniformly comprised the largest proportion of fatal accidents on all roadwayclasses. Collisions with fixed objects, pedal cycles, railroad trains and animals or other objects were all generally thesame on each of the roadway classes.

Pedestrians accounted for about 24 per cent of the fatal accidents on urban freeways, about 21 per cent on principalarterials and about 18 per cent on local roads or streets. About 16 per cent of the fatal accidents on the Interstate werecollisions with pedestrians, while only 12 per cent of the fatal accidents on collectors were collisions with pedestrians.

Fatal noncollision accidents are underrepresented on urban freeways, principal arterials and minor arterials whencompared with the other roadway classes. Some of the variations in the percentages of the types of fatal accidents byroadway function class are probably the result of different; roadway environments and the character of the traffic on eachroadway class.

The table below shows the types of fatal accidents by roadway function class in 1983.

Type of Fatal Accident by Roadway Function Class, 1983

Roadway Function Class

Type of AccidentAll

Roads Interstate

UrbanFreeway,

ExpresswayPrincipalArterial

MinorArterial Collector

LocalRoadStreet

All Roadways ..............100.0% 9.4% 3.8% 24.9% 20.7% 23.1% 18.1%Total ........................100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%

Collision with -Other motor vehicle 38.7 37.9 38.4 49.2 44.5 34.0 24.4Fixed object. 29.2 28.8 28.0 207 26.3 36.4 35.3Pedestrian 16.9 15.7 236 20.6 17,1 11.6 17.9Pedal cycle 2.2 04 20 19 2.4 22 3.2Railroad train 1.1 (4) 01 02 0.6 1,2 31Animal, other object 0.9 10 08 06 0.9 1,10 1.0

Non-collision ....................11.016.2 7 1 6.8 8.2 13.6 15,1

Source. Based on U S Department of Transportation National Highway Traffic Safety Administration 1983 Fatal AccidentReporting System data "Less than 0.05 per cent

Type of accident-urban and rural places

Motor-vehicle deaths occur more frequently in rural places, but injuries occur more frequently in urban places. Forspecific types of accidents, though, the urban rural proportions vary considerably. For deaths, for example, more thanone third of all occur in urban places, but more than two thirds of the pedestrian deaths occur in such places; more thanfour fifths of the non-collision deaths happen in rural areas. Other differences are noted in the table below.Motor-Vehicle Deaths and Injuries by Type of Accident, 1984

Deaths Non-fatal injuries

Type of Accident Total Urban Rural Total Urban Rural

Total 46,200 17,100 29,100 1,700,000 960,000 740,000Collision with

Pedestrian 8,200 6,000 2,200 80,000 70,000 10,000Other motor vehicle 20,300 6,500 13,800 1,270.000 780,000 490,000Railroad train 700 300 400 4,000 3,000 1,000Pedal cycle 1,000 600 400 40,000 30,000 10,000Animal, animal-drawn vehicle 100 (?) 100 6,000 2,000 4,000Fixed object 3,200 1,900 10,800 240,000 40,000 200,000

Non-collisionSource: National Safety Council estimates, based on reports from city and state traffic authorities.?Less than 5.

Pedal cycle accidents

Since 1940, the number of pedal cycle-motor-vehicle deaths has increased about 33 per cent. The number of pedalcycles in use has increased fourteen fold so that the death rate (number of deaths per 100,000 pedal cycles, in use) isone tenth the rate in 1940. Since 1960, though, there has been little change in this rate.

The proportion of deaths occurring to young adults and adults has steadily increased since 1960. Persons 15 years ofage and older accounted for almost two thirds of the deaths in 1984 compared to about one fifth in 1960. These changesin the usage and ownership of pedal cycles are reflected in the table below.

Pedal cycle Rates and Deaths by Age, 1940-1984Percent of Deaths by Age

YearPedal cycles

(millions) DeathsDeathRate All Ages 0-14 15-24 25 & Over

1940 7.8 750 9.59 100% 48 39 131945 9.0 500 5.55 100% 56 22 221950 13.8 440 3.18 100% 82 9 91955 23.1 410 1.78 100% 71 12 171960 28.2 460 1.63 100% 78 9 131965 38.8 680 1.75 100% 64 18 181970 56.5 780 1.38 100% 66 15 191974 90.0 1,000 1.11 100% 47 31 221975 95,0 1,000 1.05 100% 49 28 231976. 95.0 900 0.94 100% 48 33 191977 96.0 1,100 1.15 100% 47 32 211978 97.O 1,200 1.24 100% 43 36 211979 98.5 1,200 1.22 100% 38 36 261980 100.0 1,200 1.20 100% 35 36 291981 101.5 1,200 1.18 100% 36 35 291982 104.0 1,100 1.18 100% 35 27 381983 105.5 1,100 1.04 100% 40 29 311984 106.1 1,000 0.94 100% 36 32 32

Source National Center for Health Statistic state traffic authorities and National Safety Council estimatesPedal cycles in use for a given year is the ten-year total (that year and the previous nine years) of domestic productionplus imports less exports.Deaths per 100,000 pedal cycles in use. Includes sidewalk pedal cycles

Directional Analysis, Motor-Vehicle Traffic Accidents, 1982-1984Fatal Accidents All AccidentsLocation and

Vehicle Movement Total Urban Rural Total Urban Rural

Per Cent Distribution of AccidentsTotal Accidents 100.0% 100.0% 100.0% 100.0% 100.0% 100.0

Pedestrian 19.3% 37.3% 8.8% 0.5% 0.6% 0.4%Intersection 2.5% 6.0% 0.8% 0.1% 0.1% 0.1

Car - going straight 2.0 4.8 0.6 0.1 0.1 0.1 turning right 0.2 0.5 0.1 ( ) ( ) ( ) turning left 0.2 0.5 0.1 ( ) ( ) ( ) backing 0.1 0.1 ( ) 0.0 0.0 0.0All others ( ) 0.1 0.0 0.0 0.0 0.0

Non-intersection 15.8% 28.7% 7.7% 0.4% 0.5% 0.3Car - going straight 15.4 27.9 7.6 0.4 0.4 0.3

turning right ( ) ( ) 0.0 0.0 0.0 0.0turning left ( ) 0.1 ( ) 0.0 0.0 0.0backing 0.3 0.7 0.1 ( ) 0.1 ( )All others 0.1 ( ) ( ) 0.0 0.0 ( )

Non-traffic 1.0% 2.6% 0.3%

Two Motor-Vehicle 39.9% 35.9% 42.2% 81.1% 89.4% 59.2

Intersection 15.2% 18.1% 13.1% 46.1% 53.1% 28.3Entering at angle 10.2 12.0 8.9 23.0 26.5 14.2

Entering same directionboth going straight 0.5 0.6 0.3 3.1 3.7 1.7one turn, one straight 0.6 0.4 0.8 3.7 3.9 3.0one stopped 0.5 0.6 0.4 7.9 9.3 4.6all others ( ) 0.1 0.0 1.0 1.2 0.6

Entering opposite directionboth going straight 0.6 0.6 0.6 0.4 0.3 0.4one turn, one straight 2.7 3.7 2.0 6.0 7.1 3.2all others 0.1 0.1 0.1 1.0 1.1 0.6

Non-intersection 24.4% 17.6% 28.8% 35.0% 36.3% 30.9Opposite dir. both moving 14.6 7.4 19.4 3.0 2.0 5.2Same dir. both moving 4.0 4.6 3.5 10.6 12.0 6.9One car parked 1.1 1.4 1.0 .2.2 2.1 2.3One car stopped in traffic 0.7 0.5 0.8 6.2 7.2 3.7One car entering parked position 0.0 0.4 0.2 1.0One car leaving parked position 0.0 0.5 0.6 0.3One car entering driveway access 1.3 1.0 1.5 4.6 4.9 3.9One car leaving driveway access 0.8 0.9 0.7 5.4 5.7 4.5All others 1.9 1.8. 1.9 2.1 1.6 3.1

Non-traffic. 0.3% 0.2% 0.3%All Other Collisions 11.19/0 15.7% 8.4% 5.3% 5.7% 4.4Intersection. 1.0% 2.1% 0.5% 1.1% 1.6% 0.5Other road vehicle, train 0.3 0.5 0.1 0.2 0.3 0.1Fixed object ... 0.7 1.5 0.4 0.9 1.3 0.4

Source Urban and Rural based on reports of state traffic authorities and the Selected Movement table on page 47, topTotal National Safety Council estimates based on Urban and Rural reports( ) Less than 0.05 percent.

Occupant restraints

Safety belts are now available to almost all passenger car occupants. According to National HighwayTraffic Safety Administration studies, safety belts are 50 to 65 per cent effective in preventing fatalitiesand injuries. This means that 12,000 to 16,000 lives could be saved annually if all passenger caroccupants used safety belts at all times. As of June 21, 1985, thirteen states have enacted mandatorysafety belt use laws. Bills are under consideration in nine states, eighteen states have rejectedmandatory seat belt laws in 1985, and three states have postponed consideration until 1986. Fiftystates and the District of Columbia have mandatory child safety seat laws.

Air bags. If air bags were installed in all passenger cars for driver and right front passenger positions,an estimated 3,000 to 7,000 lives could be saved annually. The full lifesaving potential of air bags willnot be realized for ten years after the initial year of installation.

Child restraint effectiveness

The Tennessee Child Passenger Protection Act, mandating the use of child safety seats for childrenunder the age of four, became effective in 1978. According to an analysis by the TennesseeDepartment of Health and Environment of data from the Tennessee Department of Safety for theyears 1978 through 1983, 81 children under the age of four were killed in traffic accidents; only twowere in child safety seats at the time of the accident. During this period, as child safety seat usagerose 8 per cent, the number of deaths among children under the age of four declined more than 50per cent.

The analysis found that children under the age of four who were not protected by a child safety seatwere I I times more likely to be killed in a motor vehicle accident than children using child safety seats.

The analysis also found that children under the age of four traveling with drivers who were notwearing safety belts were more than four times as likely to be left entirely unrestrained as werechildren traveling with belted drivers. Unrestrained adults are not exposed to the same risk of injury asare unrestrained children. The odds of visible injury or death were twice as high for unrestrainedchildren under the age of four as for unrestrained adults.

Speed

According to the Federal Highway Administration, 56 per cent of the vehicles on the roads in 1984were exceeding 55 mph, a slight increase over 1983 when 54 per cent of vehicles exceeded 55 mph,but still far below the pre-1974 levels. In 1972, 68 per cent of the vehicles were exceeding 55 mph.

The National Safety Council estimates that more than 40,000 lives have been saved since the 55 mphlimit was enacted in 1973 at the time of the first oil embargo. From one third to one half of the savingsis due to lower and more uniform speeds. The National Highway Traffic Safety Administrationestimates that more than 60,000 lives have been saved since 1973.

If all states raised the limit to 65 or 70 mph, there would be a 10 to 15 per cent increase inmotor-vehicle fatalities annually. If the limit were raised to 65 or 70 mph on the interstate highwaysonly, 600 to 1,000 additional deaths would result each year from motor-vehicle accidents.

The results of a poll conducted by R. H. Bruskin Associates, which was published in the February 19,1985, U S. A. Today, reported that 50.4 per cent of the respondents prefer speeds ranging from 51mph to 55 mph.

LOS ANGELES CITYFIRE DEPARTMENT DRIVER TRAINING

40

20

30

0

10

150

160

170

180

200

9131,649

1,7832,033

5,511

22,892

41,022

156,861

184,027

RESCUE ENGINE LIGHT BATTALION SQUAD 2 PIECE SENIOR TRUCK ARSONFORCE CHIEFS ENGINE PARAMEDIC

NUMBER OF RESPONSES BY COMPANY TYPEFOR CALENDAR YEAR 1985

LOS ANGELES CITYFIRE DEPARTMENTDRIVER TRAINING

INCLEMENT WEATHER ACCIDENTS1983 1985

EMERGENCY NON-EMERGENCY

0

4

8

12

16

20

24

28

83 84 85 83 84 85

83 84 85 83 84 85 83 84 85 83 84 85

0

4

8

12

16

20

24

28

EMERGENCY NON-EMERGENCY

BACKINGSOLO HELP

0 0

LOS ANGELES CITYFIRE DEPARTMENTDRIVER TRAINING

TOTAL RESPONSESHEAVY &

LIGHT APPPARATUS1983 - 1985

0

0

40

80

120

160

200

240

280

83 84 85

83 84 85 83 84 85

40

80

120

160

200

240

280

IN T

HO

USA

ND

S

IN T

HO

USA

ND

S

TOTAL RESPONSESHEAVY APPARATUS

TOTAL RESPONSESLIGHT APPARATUS

LOS ANGELES CITY FIRE DEPARTMENT

DRIVER TRAINING PROGRAM

TRAINING AIDS

The following is a list of available Driver's Training aids:

I. VIDEOS PREVENTATIVE MAINTENANCEA. BrakesB. Engine and Drive TrainC. ElectricalD. Pumps

II. 16 MM FILMA. Air BrakesB. Automobile HydroplaningC. Bicycle SafetyD. Broken GlassE. CarburetorsF. Cooling SystemG. DistributorH. Emergency ResponseI. Final FactorJ. Fire Code IIIK. Freeway TacticsL. Gear ShiftingM. Night Driving TacticsN. Red Asphalt0. Space DrivingP. SteeringR. The TillermanS. Wheels of Tragedy

III. SLIDESA. Accidents of Your ChoiceB. Perception of Driving HazardsC. Staging and Apparatus PlacementD. Whiplash

IV. DRIVER TRAINING HARDWAREA. Rodeo Set-up

1. Heavy Apparatus2. Light Vehicle

B. Reaction Time Equipment

V. WRITTEN MATERIALA. Division Driver Training CoursesB. Grade Sheets

INDEXDRIVER'S TRAINING MODULES

Module #1 - Vehicle Code Provisions and ProceduresVehicle Code Sections that Apply to LAFD DriversLAFD Accident Procedures

Module #2 - Basic Theory of Apparatus Drive TrainClutchClutch-Brake AssemblyTransmissions

ManualAutomatic

Drive-LinesUniversal JointSlip JointPropeller Shaft (Drive Shaft)

Rear-EndFinal DriveDifferentialLive Axles

Module #3 - Shifting TechniquesPre-TestManual TransmissionAutomatic Transmission

Module #4 - Apparatus MaintenanceBasic ApparatusHeavy and Light Apparatus Preventive Maintenance

Daily ScheduleWeekly ScheduleMonthly Schedule

Light vehicle Preventive MaintenanceDaily ScheduleWeekly ScheduleMonthly ScheduleBimonthly Schedule

Module #5 - Apparatus Characteristics That Can ContributeTo Accidents

Module #6 - Driving Under Non-Emergency Conditions andRehousing Apparatus

Module #7 - Driving Fire Department Apparatus UnderEmergency Conditions

Module #8 - Apparatus Spotting and PlacementHeavy ApparatusLight Apparatus

0001dt

VEHICLE CODE PROVISIONS AND ACCIDENT PROCEDURES

PRETEST QUESTIONS

1. Every authorized emergency vehicle shall be equipped with at least one steady burningred warning lamp visible from at least to the front of the vehicle to be used as providedin this code.

a. 300 ft.b. 500 ft.c. 1000 ft.

2. When driving the hills, an operator shall give audible warning with the horn of the motorvehicle upon approaching any curve where the view is obstructed within a distance offeet along the highway.

a. 200b. 300c. 100

3. No vehicle, except other emergency vehicles, shall follow within feet of an emergencyvehicle (responding).

a. 300b. 200c. 500

4. As stated in the vehicle code when emergency vehicles responding with red lights andsirens approach other drivers of motor vehicle shall:

a. Stopb. Pull to rightc. Slow and pull to the rightd. Pull to the right and stop

5. Vehicles in a business or residence district may not be left on a highway unattended ona grade exceeding _______ % without blocking the wheels.

a. 3b. 5c. 2

LOS ANGELES CITY FIRE DEPARTMENT

DRIVER'S TRAINING MODULE #1

VEHICLE CODE PROVISIONS AND ACCIDENT PROCEDURES

OBJECTIVE: To learn various California Vehicle Code provisions and how they applyto the drivers on the L.A.F.D.; to make members aware of their dutiesand obligations under the code and assist them in the safe and legaloperation of their apparatus, in emergency and non-emergencyoperations.

REFERENCES: (1) Manual of operation(2) California Vehicle Code(3) AOTM(4) DMV Exams

TEACHING AIDS: (1) Lesson Plan(2) Accident Packet(3) Class II Drivers License Exams(4) Truck Drivers Supplement to Vehicle Code

INTRODUCTION:A tremendous amount of responsibility rests on the shoulders of thosemembers operating emergency apparatus for the Los Angeles FireDepartment. The driver carries sole responsibility for the safety ofthemselves, fellow members, and the public in guiding a 20-ton fireapparatus, an ambulance or a sedan through traffic. Members mustrespond in every type of weather, traffic, and terrain condition inachieving the goal of a safe and timely arrival at the scene of anincident.

In addition to the crew, the apparatus driver must also be conscious ofthe safety of the civilian motorist. The California Vehicle Code governsthe legal operation of emergency vehicles in the state. A workingknowledge of this code is necessary for' proper operation, as well as agood knowledge of and conformance to Department requirements by allapparatus drivers.

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In this lesson we will learn:

A. Applicable Vehicle Code SectionsB. L.A.F.D. license and certification requirementsC. Exemptions under emergency responseD. Non-exemptions and legal responsibilityE. Accident procedures and case studies of possible situations and

incidents.

PRESENTATION: A. What Vehicle Code Sections apply to the L.A.F.D. Driver?

The first thing to realize is, that although some exceptions (sections 21055 and 21056) applyto us, they are only enacted under emergency response. No exemptions exist duringnon-emergency operations, including returning to quarters from an emergency response

Following is a complete list by section of applicable California Vehicle Code provisions: (Usethe vehicle code book to look up and read through individual sections.)

30 Legislative Intent165 Authorized Emergency Vehicle2801 Obedience to Firefighter2812 Closing of Highways4015 Firefighter Vehicle4155 Publicly owned Vehicle9104 Fire Vehicles12804 Driver's Examination Classification17000 Definition17001 Liability of a Public Entity17002 Extent of Liability17004 Authorized Emergency Vehicles20016 Persons Injured on Highways21052 Public Officers and Employees21055 Exemption of Authorized Emergency Vehicles21706 Following Emergency Vehicles21707 Fire Areas21708 Fire Hoses21806 Authorized Emergency Vehicles21807 Effect of Exemption22104 Turning Near Fire stations22350 Basic Speed Law22400 Minimum Speed Law22452 Railroad Crossings22500.1 Additional Prohibited Stopping, Standing of Parking: Fire Lane

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22514 Fire Hydrants24003 Vehicle with Unlawful Lamps24404 Spot Lamps24405 Maximum Number of Lamps25252 Warning Lamps on Authorized Emergency Vehicles25252.5 Flashing Headlamps on Authorized Emergency Vehicles25258 Additional Warning Lights on Authorized Emergency Vehicles25268 Use of Flashlight Amber Warning Light25269 Use of Red Warning Light27002 Sirens27305 Firefighting Vehicles27905 Fire Departments35002 Authorized Emergency Vehicles

B. What are the license requirements to operate L.A.F.D. apparatus and what certificatesare required to obtain the necessary license for driving heavy apparatus?

As stated in the Manual of operation, all probationary members must possess a validClass 3 license upon appointment. This is the minimum license required by L.A.F.D. todrive light apparatus.

To obtain the necessary Class 2 license and drive heavy apparatus the member mustfirst secure a DL 170 by the following procedure:

1. Successfully complete the classroom modules in the L.A.F.D. Driver's TrainingManual.

2. Successfully complete the practical driving portions of the Department's Driver'sTraining Program consisting of:

a. The Driving Rodeob. The Division Driving Course

After securing the DL 170, approved by the Bureau of Fire Suppression and Rescue, amember must complete the DMV requirements for issuance of a Class 2 licenseconsisting of:

1. The written exam2. Issuance of the DL-51A

(Medical Certificate)

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C. What are our exemptions when operating heavy apparatus?

Only those stated in Vehicle Code Sections, 21055 and 21056. (Look up and read.)

D. Are there exemptions when driving non-emergency and what are our legalresponsibilities as L.A.F.D. drivers?

No there are no exemptions during non-emergency operations. The member is subjectto the full extent of all applicable laws, including civil action. The same laws that governyou when driving your civilian vehicle apply when driving apparatus non-emergency;speed, right-of-way parking laws are among those laws that are fully enforceable.

E. What constitutes an accident and what is my responsibility if I am involved in anaccident as a driver?

As defined in the Manual of operation, an accident is:

1. Anytime Department vehicle is involved in an accident with a third party vehicleor private property.

2. Anytime a Department vehicle is involved in an accident with anotherDepartment vehicle or Department property.

3. Anytime a Department vehicle strikes an animal, whether domesticated ornon-domesticated.

4. Anytime a privately-owned vehicle of a member is involved in an accident duringthe members tour of duty, when such use is officially authorized.

When involved in an accident as a civilian, our first concern is of the imminent dangerof injury or death to the people involved, including ourselves our second concern isusually the financial loss involved.

As a Department member, if involved in an accident while on duty, these sameconcerns occur. our first concern, of course, is still the safety of the people involved; toassist the injured if you are capable; secure a safe area and call for help if you need it.our second concern will no longer be on the potential personal financial loss of theaccident; but, instead we must consider the City's liabilities and such questions aswhom do I notify? What reports are required? And who makes them out?

-5-DT-16/86

Relative to these questions, every member shall be familiar with the forms that are included inthe accident packet; and, how they are used for various Department involved accidents.

The following forms may be utilized in the Department's accident reporting procedures:

FORM GENERAL 88 (City of L. A. AUTOMOBILE ACCIDENT REPORT) TO CITY ATTORNEY

1. WHEN - - Anytime a person or property, including domesticated animals, is involved, orwhen any member sustains injury, due to a vehicular accident, even if no third party isinvolved.

2. WHEN - - Within 24 hours. Telephone report to the City Attorney, immediately in theevent of serious death to a third party.

3. WHO- - By the driver of the vehicle.

4. WHY - - The-City Attorney is the legal representative for the City in any litigationinvolving the Fire Department and a third party. In the case of the injured member in atwo-party accident, the City might need the information for Workman's Compensationor Pension Commission related judgments.

FORM GENERAL 84B (WITNESS CARD)

1. WHEN - - Anytime a Form General 88 is used.

2. WHO - - Any person who is a witness to the accident. If they refuse to sign a witnesscard and it is felt that they did witness the accident, an effort should be made to try toget their name and address or license number. They can be subpoenaed by the CityAttorney.

F-225 (RED LETTERHEAD)

1. WHEN - - For any accident where Fire Department property only is involved and thereare no injuries. Also when involved with non-domesticated animals.

-6-DT16/86

2. WHO - - Made out by the driver of the apparatus and also by the Commanding officer,if at the scene of the accident.

3. WHO - - Additional F-225's may be required by the investigating officer if they feel it isnecessary to help tell a more complete story. -Example, tillermen or members ridingupon apparatus who witnessed the accident.

4. WHY - - There is no third party damage and no injuries so the Fire Department is theonly agency that is interested in the facts. The Fire Department uses the report to helpdetermine if there is any negligence involved and if there is any need for additionaltraining of safety measures. Also, for the possibility of determining the existence ofmechanical defects and any necessary follow-up that might be necessary.

F-150 (ACCIDENT REPORT)

1. WHEN - - For all accidents where the Fire Department is involved.

2. WHO - - Made out by an LAFD investigating officer, Who is usually a Battalion Chieffrom a nearby battalion.

3. WHY - - To provide administration with an unbiased reporting of the facts of theaccident by an uninvolved party.

4. WHY - - To determine training needs, mechanical defects, and cause.

5. NOTE: - - LAPD investigation in all accidents involving the Department and a thirdparty. This is to meet the requirements of the California Vehicle Code and City policy.

F-51 (VEHICULAR ACCIDENT PROCEDURE)

1. WHAT - A guide to be used if involved in an accident. Outline form of reports andforms used in each situation.

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F-80 (STORES REQUISITION)

1. WHEN - - For any accident involving damage to apparatus, no matter how slight.

2. WHO - - Made out by the Commanding Officer.

3. WHY - - If a third party is involved, S&M uses it to help estimate the cost of damage toFire Department apparatus for the City Attorney.

4. WHY - - If no third party is involved it is used to request repairs to the apparatus. (Givethe following situations and have the class answer for participation.)

1. The Engine, while out on fire prevention, backs into the 200 Series Engine anddamages the tailboard; but there are no injuries. - - WHAT is required?

a. F-225 by driverb. F-225 by Commanding officer if at scenec. F-80 by Commanding officer

2. The 200 Series Engine runs into the rear of the Engine at a signal, injuring twofirefighters slightly and damaging the apparatus. -- WHAT is required?

a. Form Gen. 88 by both driversb. Form Gen. 84B by civilian witnessesc. F-150 by LAFD investigating officerd. F-80 by Commanding officer

3. A civilian automobile strikes a plug buggy at an intersection with no injuries involved. --WHAT is required?

a. Form Gen. 38 by driverb. Form Gen. 84B by civilian witnessesc. F-150 by LAFD investigating officerd. F-80 by Commanding officere. LAPD investigation

4. The truck swerves to avoid a civilian auto at an intersection. It misses the auto but rollsover in the street with resulting injuries to a firefighter. - - WHAT reports are required?

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a. Form Gen. 88 by driverb. Form Gen. 84B by civilian witnessesc. F-150 by LAFD investigating officerd. F-80 by Commanding officere. LAPD investigation

4. While shopping for mess in your personal automobile, you strike a dog and injure it.WHAT reports are required?

a. Form Gen. 88 by driverb. Form Gen. 84B by civilian witnessesc. F-150 by LAFD investigating officerd. F-80 if damage to automobile

5. If you had struck a deer in question 5, what reports would have been required: Why?

a. F-225 by driverb. F-225 by Commanding Officer if at scene of accident.c. F-150 by investigating officer.d. F-80 if damage to automobile, a deer is a non-domestic animal.

CLOSING:Remember above all that, Section 21055 (exemption of authorized emergencyvehicles) does not relieve the driver of a vehicle from the duty to drive with dueregard for the safety of all persons using the highway, nor does it protect himfrom the consequences of an arbitrary exercise of the privileges granted in thatsection.

By using the Vehicle Code as a foundation, the LAFD driver can build a safeand effective driving record that will continue to merit public trust and insure thesafe operation of Department apparatus in all situations.

TEST: VEHICLE CODE PROVISIONS

1. Is an LAFD driver liable for civil damages as a result of an accident while responding toan incident even though that incident later proves to be a false alarm?

17004 - No

2. You park your apparatus on a slight hill in front of the market. As you walk away, youturn around just in time to see it roll backwards into a 1984 Rolls Royce Cornicheconvertible. You didn't think chock blocks were required - Can you be held liable fordamages?

22509 - Yes

The following three questions are to be answered True or False.

3. Under ordinary driving conditions, City employees must obey provisions of the VehicleCode.

True

4. A City driver cannot be sued if they had the right-of-way when an accident happened.

False

5. Emergency vehicles always have the right-of-way.

False

6. As stated in the new response criteria the first vehicle responding to an incident in aconvoy shall ____________ for all red lights and stop signs.

a. Slow and proceed when safe.b. Stop - if necessary for safe operation.c. Proceed through slowly.d. Stop.

(D)

7. The remaining vehicles in a response convoy shall_____ at all red lights and stopsigns.

a. Also Stop.b. Slow Downc. Slow down and proceed with caution.d. Follow at a reasonable distance.

(C)

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8. All motor vehicles equipped with air bakes must also be equipped with:

a. Retardersb. Vacuum gaugesc. Low pressure warning devices

(C)Section 26506

9. When responding through intersections controlled by a traffic officer, drivers shall

a. stop if light is red.b. stop if light is red and first in convoy.c. Be guided by officers instructions.d. Stop at all times.

(C)

10. As stated in the new response criteria apparatus shall not-be driven at speeds greaterthan can be maintained with reasonable safety at any time.

True

11. As stated in the new response criteria, the driver of a responding apparatus, whennotified through OCD if first company on-scene reporting "nothing showing" shall

a. Continue through non-emergency.b. Continue through emergency.c. Be guided by his own Captain.d. Continue through non-emergency unless requested otherwise.

(D)

12. The driver of a heavy utility shall normally respond

a. Non-emergencyb. Non-emergency unless otherwise directed.c. Emergencyd. Safely

(B)

13. All move-ups shall be___________

a. Emergency unless otherwise directed.b. Emergencyc. Non-emergency unless otherwise directed.d. Non-emergency

(C)

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14. Drivers of responding Chief officers' sedans when informed of units on-scene reporting"nothing showing" shall

a. Continue through emergency.b. Continue through non-emergency.c. Continue through as directed by OCD.d. Continue through as directed by the Chief.(D)

15. When an Engine Company and a rescue ambulance respond together to an incidentwho will determine the continued mode of response?

a. The Paramedic IIIb. Rescue Ambulance membersc. The Captain Id. The first company on-scene.

(D)

16. As stated in the Manual of operation, apparatus shall be driven with particular emphasisplaced on

a. Department safety policyb. Conformance to the Vehicle Codec. Defensive Drivingd. Safe operation

(C)

17. In all cases, whenever a Department apparatus is damaged in an accident shall beforwarded with other reports.

a. F-225b. Form Gen. 88c. F-80d. DL 170

(C)

18. Members receiving a Form SR-1C from the DMV after an accident shall

a. Sign and forward to DMV.b. Notify their insurance company.c. Forward through channels to Fire-Suppression

Adjutantd. Forward through channels to operations.(C)

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19. While responding an Engineer sees the pike pole fall from his apparatus,he should________ .

a. Stop and retrieve it.b. Notify the officer in charge.c. Consider the urgency.d. Continue emergency unless told otherwise.(B)

20. True or False. Members are exempt from civil action as a result of an accident thatoccurs while responding emergency.

False

/2063D

BASIC THEORY OF APPARATUS DRIVE TRAIN

PRETEST QUESTIONS

1. What is the flexible coupling between two shafts that permits one shaft to drive anotherat an angle to it ?

a. The universal jointb. The slip jointc. The propeller shaftd. The counter shaft

2. What is the purpose of double-clutching, when a transmission is being shifted from onegear to another ?

a. To control the speed of the gears in the transmission.b. To allow the operator to match the transmission gear speed

to the road speed and complete the shift.c. To maintain positive control of the transmission gears.d. All of the above.

3. The automotive clutch operates by spring pressure applied to the clutch disks as theyare sandwiched between the flywheel and the pressure plate.

a . Trueb. False

4. When a clutch is slipped for more than about seconds heat will build up and damagewill occur.

a. 1-1/2 secondsb. 10 secondsC. 15 secondsd. 20 seconds

5. Which drive train component provides the means to reverse the direction of powerflow?

a. The clutchb. The transmissionc. The propeller shaftd. The slip joint

6. Which of the following absorbs most of the shock when the engine applies full power tothe rear wheels?

a. The universal jointsb. The propeller shaftc. The rear axlesd. The rear springs

LOS ANGELES CITY FIRE DEPARTMENT

DRIVER'S TRAINING MODULE #2

BASIC THEORY OF APPARATUS DRIVE TRAIN

OBJECTIVES: To learn and understand the basic theory of automotive drive traincomponents and their principal function.

To develop the background necessary to master the technique ofdriving smoothly.

To enable the operator to recognize and identify potential componentfailure.

REFERENCES: Apparatus Operators Training manual Chapter #1

Apparatus Log Books

Department Films and Video Tapes

TEACHING AIDS: Lesson Plan, Chalkboard and Chalk

Technical Illustrations

INTRODUCTION: The intent of this lesson is to stress the basic principals of Automotivetheory.

Members should be encouraged to study Chapter #1 of the A.O.T.M.paying particular attention to Engine Operation and Power trains. Astudy of engine operation and power train will take several sessions todigest. Members will gain the knowledge to understand what is actuallyhappening when the clutch pedal is depressed or the shift lever is beingmoved from one gear to the next etc. Ultimately the operator will becomea smoother driver and needless damage to apparatus will be reduced.

-2-

PRESENTATION: The automotive internal combustion engine delivers its horsepower tothe flywheel in the form of torque. As such, a short discussion of thepower plant is needed.

ENGINE OPERATION -- FOUR-STROKE-CYCLE

The actions that take place within the engine cylinder may be dividedinto four basic parts, which are called strokes (Pg. 3).

Intake Stroke

The first stroke in the sequence is called the intake stroke. During thisstroke, the piston is moving downward-and the intake valve is open. Thisdownward movement of the piston produces a partial vacuum in thecylinder and air rushes into the cylinder past the opened intake valve.The inrushing air passes through the carburetor before it enters thecylinder where it is mixed with gasoline vapor to produce a combustiblemixture.

Compression Stroke

When the piston reaches bottom dead center at the end of the intakestroke and is, therefore, at the bottom of the cylinder, the intake valvecloses. This seals the upper end of the cylinder. As the crankshaftcontinues to rotate, it pushes up through the connecting rod on thepiston. The piston is, therefore, pushed upward and compresses thecylinder; this is called the compression stroke and the fuel-air mixture iscompressed to a fraction of its original volume. Compressing the mixturein this way makes it still more combustible; the energy in the fuel isconcentrated into a smaller space.

Power Stroke

As the piston reaches top dead center at the end of the compressionstroke and therefore has moved to the top of the cylinder, thecompressed fuel-air mixture is ignited by an electric spark. The mixtureburns so rapidly that it may be said that it explodes and pressures ofseveral hundred pounds to the square inch are developed.

Comparison of sequence of events in diesel and gasoline engines.

UPSTROKE OF PISTON WITHEXHAUST VALVE OPENFORCES BURNED GASES OUT,MAKING READY FOR ANOTHERINTAKE STROKE.

HIGH COMPRESSION PRODUCESHIGH TEMPERATURE FORSPONTANEOUS IGNITION OF FUELINJECTED NEAR END OFCOMPRESSION STROKE . HEAT OFCOMBUSTION EXPANDS CYLINDERGASES AGAINST PISTON,RESULTING IN POWER STROKE.

ON UPSTROKE OF PISTON,VALVES ARE CLOSED ANDAIR IS COMPRESSED TOAPPROXIMATELY 500 PSI.

DIESEL

ON DOWNWARD STROKE OF PISTON,INTAKE VALVE OPENS ANDATMOSPHERIC PRESSURE FORCESPURE AIR INTO THE CYLINDER SPACEVACATED BY THE PISTON, THEREBEING NO CARBU. RETOR ORTHROTTLE VALVE. CYLINDER FILLSWITH SAME QUANTITY OF AIR,REGARDLESS Of LOAD ON THE ENGINE.

GASOLINE

ON DOWNWARD STROKE OF PISTON,INTAKE VALVE OPENS ANDATMOSPHERIC PRESSURE FORCES AIRTHROUGH CARBURETOR WHERE ITPICKS UP A METERED COMBUSTIBLECHARGE OF FUEL. THE MIXTURE GOESPAST THE THROTTLE VALVE INTOCYLINDER SPACE VACATED BY THEPISTON

Intake Stroke

ON UPSTROKE Of PISTON. VALVESARE CLOSED AND MIXTURE ISCOMPRESSED, USUALLY FROM 70TO 125 PSI, DEPENDING ONCOMPRESSION RATIO OF ENGINE.

COMPRESSED FUEL -AIR MIXTURE 15IGNITED BY ELECTRIC SPARK, HEATOF COMBUSTION CAUSESFORCEFUL EXPANSION OFCYLINDER GASES AGAINST PISTON,RESULTING IN POWER STROKE.

UPSTROKE OF PISTON WITHEXHAUST VALVE OPEN FORCESBURNED GASES OUT, MAKINGREADY FOR ANOTHER INTAKESTROKE.

Exhaust Stroke

Power Stroke

Compression Stroke

Nozzle

FuelInjectionPump

-4-

This force, or thrust pushes the piston down and is carried through theconnecting rod to the crankpin on the crankshaft. The crankshaft is givena powerful twist; this turning effort, rapidly repeated in the engine, iscarried through gears and shafts to the driving wheels of the vehicle.

Exhaust Stroke

After the fuel-air mixture has burned, it must be cleared from thecylinder. This is done by opening the exhaust valve just as the powerstroke is finished and the piston starts back up on the exhaust stroke.The piston forces the burned gases out of the cylinder past the openedexhaust valve.

The four strokes (intake, compression, power, and exhaust) arecontinuously repeated as the engine runs.

ENGINE OPERATION -- TWO-STROKE-CYCLE

In the 2-stroke-cycle engine, the entire cycle of events (intake,compression, power, and exhaust) takes place in two piston strokes.Every other stroke on this engine is a power stroke; each time the pistonmoves down it is on the power stroke. Intake, compression, power, andexhaust still take place, but they are completed in just two strokes.

In the simple 2-strokes-cycle engines, intake and exhaust ports are cutinto the cylinder wall instead of being placed at the top of the combustionchamber as in the 4-stroke-cycle engine. As the piston move down on itspower stroke, it first uncovers the exhaust port to let burned gasesescape and then uncovers the intake port to allow a new fuel-air mixtureto enter the combustion chamber. Then, on the upward stroke, the pistoncovers both ports and, at the same time, compresses the new mixture inpreparation for ignition and another power stroke.

in the engine, the Piston is so shaped that the incoming fuel-air mixtureis directed upward, thereby sweeping out ahead of it the burned exhaustgases.

The carburetor is attached to the inlet into the crankcase through whichthe fuel-air mixture passes before it enters the cylinder.

-5-

Events in a 2-stroke-cycle internal combustion engine.

Piston

Intake Port Exhaust Port

Crankcase

Inlet

Piston at TDCPiston at BDC

Compression ratio is ratio between A and B.

-6-

The carburetor is attached to the inlet into the crankcase through whichthe fuel-air mixture passes before it enters the cylinder. The inlet isopened as the piston move upward, but is sealed off as the pistonmoves downward on the power stroke. The downward moving pistonslightly compresses the mixture in the crankcase, thus giving the mixturesufficient pressure to pass rapidly through the intake port as the pistonclears this port. In this type of two-cycle engine, oil is mixed with thegasoline to lubricate the bearings and cylinder walls.

It might appear that the 2-stroke-cycle engine could produce twice asmuch horsepower as a 4-stroke-cycle engine of the same size, but this isnot the case. As the intake and exhaust ports are open at the same time,a portion of the fresh fuel-air mixture mingles with the burned gases andis carried out the exhaust port. Also, due to the much shorter period theintake port is open (as compared to the period the intake valve in a4-stroke-cyqle engine is open) a relatively smaller amount of fuel-airmixture is admitted.

ENGINE OPERATION - - DIESEL

The diesel engine is mechanically similar to the gasoline engine, but issomewhat heavier in construction. Both engine types utilize air, fuel,compression, and ignition. Intake, compression, power and exhaustoccur in the same sequence; arrangements of pistons connecting therods, and crankshafts are similar. Both are internal combustion engines;that is they extract energy from a fuel-air mixture by burning the mixtureinside the engine.

In principles of operation, the main difference between gasoline anddiesel engines (Pg. 3) is the two different methods of introducing the fuelinto the cylinder and igniting the fuel-air mixture. Fuel and air are mixedtogether before they enter the cylinder of a gasoline engine. The mixtureis compressed by the upstroke of the piston and is ignited within thecylinder by a spark plug.

-7-

Air alone enters the cylinder of a diesel engine. The air is compressed bythe upstroke of the piston and the diesel fuel is injected into thecombustion chamber near the top of the upstroke (compression stroke).The Air becomes greatly heated during compression and the diesel fuelignites and burns as it is injected into the heated air. No spark plug isused-in the diesel engine; ignition is by contact of the fuel with theheated air, although "glow plugs" are used in some models of dieselengines to assist in starting. Pressure developed by the compressionstroke is much greater in the diesel engine, in which pressures as highas 500 p.s.i. are common. For each pound of pressure exerted on theair, there will be a temperature increase of about 20 F. At the top of thecompression stroke (when pressure is highest), the temperature in thechamber will be about 1,0000 F. This heat ignites the fuel almost assoon as it is injected into the cylinder, and the piston, actuated by theexpansion of burning gases, then moves down on the power stroke. In agasoline engine, the heat from compression is not enough to ignite thefuel-air mixture and spark plug is therefore necessary.

The speed and the power output of diesel engines are controlled by thequantity of fuel injected into the cylinder. This is opposed to the commongasoline engine, which controls speed and power output by limiting theamount of air admitted to the carburetor. The difference is that the dieselengine controls the quantity of fuel, whereas the gasoline engineregulated the quantity of air.

In the diesel engine, there is continuous combustion during the entirelength of the power stroke, and pressure resulting from combustionremains approximately constant throughout the stroke. In the gasolineengine, however, combustion is completed while the piston is at theupper part of its travel. This means that the volume of the mixture staysabout the same during most of the combustion process. When the pistondoes move down and the volume increases, there is little additionalcombustion to maintain pressure. Because of these facts, the cycle ofthe gasoline engine is often referred to as having constant-volumecombustion while the diesel cycle is said to have constant-pressurecombustion.

-8-

Series 71Two-Stroke CycleDetroit Diesel

Series 92 Two-StrokeCycle Detroit DieselShowing Blower andTurbo Charger

-9-

The following limitations must be overcome when a gasoline or dieselengine is used to power apparatus:

The engine must be rotating to develop horsepower.

It rotates in one direction only.

It must be operated within the limits of the effective torque range.

The drive train components (also referred to as the power train) allowapparatus to be utilized in a number of capacities. Such as driving,pumping, and aerial ladder operations.

The purpose of the power train is to transmit the power of the engine tothe drive wheels. Automotive vehicles are designed to have great pullingpower, to move at high speeds, to travel in reverse as well as forward,and to operate on rough ground as well as on smooth roads. To meetthese widely varying demands, number of components are necessary.

In this lesson the basic components of the automotive drive train will bediscussed in sequence from the engine's flywheel to the rear wheels asfollows:

FLYWHEEL

CLUTCH

CLUTCH-BRAKE ASSEMBLY

TRANSMISSIONS

MANUALAUTOMATIC

DRIVE-LINES

UNIVERSAL JOINTSLIP JOINTPROPELLER SHAFT (DRIVE SHAFT)

REAR-END

FINAL DRIVEDIFFERENTIALLIVE AXLES

-10-

Fly wheel

The flywheel stores up energy of rotation when the instantaneous torqueon the crankshaft is greater than average, and releases this energywhen the torque is less than average. In this way, fluctuations in enginespeed are reduced to within very small limits. The size of the flywheelrequired, therefore, varies with the number of cylinders and the generalconstruction of the engine.

With a large number of cylinders and the consequent overlapping ofpower impulses, there is less need for a flywheel; consequently, theflywheel can be relatively smaller. The flywheel rim carries a ring gearthat meshes with the starter driving gear for cranking the engine. Therear face of the flywheel is usually machined and ground, and acts asone of the pressure surfaces for the clutch, becoming part of the clutchassembly.

Clutch

By means of the clutch, the operator can harness the power of theengine, by connecting or disconnecting the engine from the power train.This is essential for starting the engine, allowing the vehicle to standmotionless while the engine is running, gradual engagement of theengine to the power train, and for allowing gear ratios to be changed tomeet varying road conditions.

The clutch operates on the principal of friction between the drivingmembers and the driven members. The driving members are theflywheel, the pressure plate and usually an intermediate plate. Thedriven members are the clutch plates which are attached to the inputshaft of the transmission. (Show diagram of clutch assembly on Pages10 and 11).

The pressure plate applies spring pressure to the clutch plates as itsqueezes the driving members and the driven members together. As thesqueezing of the clutch plates increases so does the friction, as thefriction increases so does the heat. When the clutch is fully engaged, thespring pressure is great enough to squeeze, or sandwich the clutchplates between the pressure plate and the flywheel so they rotatetogether as one without slipping. It is very important that the clutch is notallowed to slip for more than about 1-1/2 seconds. When a clutch isslipped excessively the heat will quickly build up and damage the clutchassembly.

-11-

DRIVEN DISCSFront & rear

TRANSMISSIONINPUT SHAFT

BEARING & COVER

CLUTCH BRAKE

NIPPLE, zerk

PLATE, intermediate

PLATE, pressure

-12-

KNIFE EDGELEVER

ADJUSTINGRING

COVER

INTERMEDIATEPLATE

DRIVENDISCASSY.

RELEASESLEEVE

RETAINER

PRESSURE SPRINGPIVOT

PRESSURESPRING

RELEASESLEEVEPRESSURE

PLATE

RETURNSPRING

SELF ADJUSTINGMECHANISM

RELEASEBEARING

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AS-1550 PARTS IDENTIFICATION

A-1 DISC, driven front D-4 LEVERA-2 PLATE, intermediate D-5 PIN, pivotA-3 DISC, driven rear D6 CLIP, SpringB-1 PLATE, pressure F-2 RETAINER, release sleeveB-2 SPRING, return F-3 SPRING, pressureC-1 RING, flywheel F-4 PIVOT, springC-2 PIN, name plate F-5 RING, release sleeveC-3 PLATE, name F-6 RING, snapD-1 RING, adjusting G-1 BEARING & COVER,D-2 LOCK, adjusting ring sub-assemblyD-3 BOLT & lock washer G-12 NIPPLE, zerk (1/8"-27)

assembly H-1 RELEASE SLEEVE sub-assemblyH-2 BUSHING, release sleeve

D2 D3

D5

D4

B1

F5

F4

B2

F3

F2

A1

A2

A3

H1 H2

G12 G1G1

-14-

The pressure plate is actuated by the clutch pedal, through linkage thatis connected to the clutch release bearing. The clutch release bearing isnecessary to release the spring pressure from the rotating pressure plateand allow the clutch plates to spin freely-within the clutch assembly.

Clutch Brake

The purpose of the clutch brake is to stop the rotation of the gears in theroad transmission. A clutch brake consists of two stationary members,two fiber discs, and a revolving member. The revolving member isattached to the transmission input shaft (Page 10). Full depression of theclutch pedal brings the clutch release bearing housing into contact withthe other members of the clutch brake,, thus, producing a squeezing orclamping effect upon the rotating input shaft of the transmission. Thisstops the road transmission gears and enables the operator to engage aforward or reverse gear without grinding of the transmission gears.

The clutch brake should never be used with the apparatus in motion.This will wear out or damage the clutch brake assembly. The clutchbrake is designed to stop only the clutch plates, the input shaft, and thetransmission gears. It must only be used at low engine RPM. and withthe transmission in the neutral position.

REMEMBER ! THE CLUTCH BRAKE IS DESIGNED-TO STOPTHE GEARS IN THE TRANSMISSION WHEN THE CLUTCHPEDAL IS FULLY DEPRESSED.

If the apparatus is moving with the transmission in gearand the clutch is fully depressed, the clutch brake will tryto stop the transmission gears with the weight of theapparatus turning them, it will damage the clutch brake.

If the apparatus is moving with the transmission in neutral,and the clutch is fully depressed, the clutch brake will stopthe transmission gears and it will be impossible tocomplete the shift until the clutch is engaged. This willallow the gears to be turned by the engine and theoperator will be able to match the gear speed to the roadspeed and complete the shift.

-15-

DRIVE GEAR20 DRIVE GEAR

10

DRIVE GEAR20

DRIVE GEAR10

DRIVE GEAR TURNS 1 TIMEDRIVEN GEAR TURNS 2 TIMES DRIVE GEAR TURNS 1 TIME

DRIVEN GEAR TURNS 1/2 TIMES

AN EXAMPLE OF TORQUE OR TWISTING FORCE,USED TO INCREASE TORQUE, REDUCING SPEED

EXAMPLES OF GEAR RATIOS

29 9 = 3.2 Ratio 3.2 to 1

31 7 = 4.4 Ratio 4.4 To 1

34 13 = 2.6 Ratio 2.6 to 1

7

9

3113 34

29

-16-

SPICER MODEL

-17-

Manual Transmissions

The transmission portion of the drive train, must be capable oftransmitting power at a variety of speed and torque requirements. Thisvariation is accomplished by using gears of different sizes through whichthe power flow is changed in torque and speed.

To understand what gears do, a few principals of physics should bereviewed, to bring into focus, the basic operation of gears and torquemultiplication (Page 13).

Torque is a force which will rotate or twist an object such as a shaft.Gears can be used to increase or decrease the amount of torque. Whena small gear drives a larger gear, the result is an increase in torque. Justthe opposite occurs when a large gear drives a smaller gear, the torqueis reduced. If a gear with ten teeth drives a gear with twenty teeth, thedriven gear will turn at one half the speed of the driving gear andproduce twice the torque. This principle is applied in series in theautomotive transmission (Page 14)

Selective type manual transmissions consist of the input shaft, thecountershaft (some transmissions have two countershafts), and the mainshaft -(also known as the output shaft). The input shaft brings the powerinto the transmission from the clutch assembly and drives Thecountershaft. The countershaft has several gears attached to it and theyare in constant mesh with the gears that ride on the main shaft. Gearratios are selected-by the shifting mechanism, as it locks one gear at atime to the main shaft.

Automatic Transmissions

The automatic transmission is connected to the engine by a fluidcoupling or torque converter instead of a clutch assembly. Therefore, noclutch or clutch brake components are required. The automatictransmission allows the operator of the apparatus to make a gearselection of a forward or a reverse speed and the transmissionautomatically makes all of the up-shifts and downshifts. It is importantthat the operator of heavy apparatus with an automatic transmissionproperly control the apparatus by using proper shifting techniques. (referto classroom module #3 for proper shifting techniques).

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TORQUE CONVERTER OPERATION/PUMP & TURBINE & STATOR

The torque converter serves two primary functions. First, it acts as a fluidcoupling to smoothly connect engine power through oil to thetransmission gear train. Second, it multiplies the torque, or twisting effort,from the engine when additional performance is desired.

The torque converter consists of three basic elements: The pump(driving member), the turbine (driven or output member), and the stator(reaction member). The converter pump cover is bolted to the engineflex-plate which is bolted directly to the engine crankshaft. The converterpump is therefore mechanically connected to the engine and turns atengine speed whenever the engine is operating.

When the engine is running and the converter pump is spinning, it actsas a centrifugal pump,, picking up oil at its center and discharging this oilat its rim between the blades. The shape of the converter pump shellsand blades causes the oil to leave the pump spinning in a clockwisedirection toward the blades of the turbine. As the oil strikes the turbineblades, it imparts a force to the turbine causing it to turn. When theengine is idling and the converter pump is not spinning fast, the force ofthe oil leaving the pump is not great enough to turn the turbine with anyefficiency.

This allows the vehicle to stand in gear with the engine idling. As thethrottle is opened and the pump speed increases, the force of the oilincreases and engine power is more efficiently transmitted to the turbinemember and the gear train.

The stator is located between the pump and the turbine and is mountedon a one-way or roller clutch which allows it to rotate clockwise but notcounter-clockwise.

The purpose of the stator is to redirect the oil returning from the turbineand change its direction of rotation back to that of the pump member.The energy of the oil is then used to assist the engine in turning thepump. This increases the force of the oil driving the turbine and, as aresult, multiplies the torque, or twisting force.

With the engine operating at full throttle, transmission in gear, and thevehicle standing still, the converter is capable of multiplying enginetorque by approximately 2.2 to 1.

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As turbine speed and vehicle speed increases, the direction of the oilleaving the turbine changes. The oil flows against the rear side of thestator vanes in a clock-wise direction. Since the stator is now impedingthe smooth flow of the oil, its roller clutch automatically releases and thestator revolves freely on its shaft. Once the stator is no furthermultiplication the converter. At this merely acting as a fluid becomesinactive, there of engine torque within point, the converter is coupling.

Due to the fluid slippage between the pump and turbine, a ratio of 1:1can never be achieved unless we lock up the two members(turbine-pump), hence the need for a lock-up clutch.

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GENERAL INFORMATION

TRANSMISSIONHOUSING

ADAPTERHOUSING

ACCESSCOVER

CONVERTERHOUSING REAR COVER

OUTPUTSHAFT

BRAKEMOUTING PAD

TO FILTER

FLANGE NUT

REARGOVERNORPRESSUREOIL PAN

OIL DRAIN PLUG

FROM FILTER

SELECTORSHAFT

NEUTRALSTART

SWITCHLOCATION

REAR GOVERNORCOVER

TRANSMISSIONMAIN CASE

NAMEPLATE

REVERSE SIGNALPORT STARTER GEAR

FLYWHEEL

OIL FILLER TUBEPROVISION

FROM COOLERTORQUE CONVERTER

BREATHERTO COOLER

TEMPERATURE SENSORPORT

Model HT 750 transmission right front view

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A1 - Sealring2 - Sealring3 - Lockup clutch piston4 - Lockup clutch plate5 - Lockup clutch backplate6 - Ball bearing7 - Key (2 on current models)8 - Torque, converter turbine assembly9 - Lockup clutch hub10 - Turbine hub11 - Turbine12 - Rivet (1 6)13 - Torque converter stator assembly14 - Stator thrust washer15 - Stator cam washer (2)16 - Stator17 - Stator cam18 - Freewheel side washer19 Rivet, 1/4 x 2-5/8 (10)20 Stator freewheel roller (10)21 Stator freewheel roller spring (10)22 Thrust bearing race23 Thrust bearing24 Stator freewheel roller race

B1 - Oil pump assembly2. - Oil seal3 - Oil pump body4 - Plug - 3/4 (3) (Non-retarder-Auto motive

hsg)5 - Oil pump drive gear6 - Driven gear shaft*7 - Driven gear assembly*8 - Driven gear9 - Roller bearing10 - Pump cover11 - Flat-head machine screw, 1/4-20 x 5/8 A12 - Sealring13 - Bolt, 3/8-16 x 3/4 (2) B14 - Converter access cover15 - Converter access cover gasket16 - Converter housing17 - Converter housing gasket18 - Pipe plug, 1/8 (4) C19 Bolt, 7/16-14 x 1 1/2 (22) D

25 External snapring26 Converter pump spacer27 Bolt, 3/8-24 x 1-1/4 (12) A28 Lockstrip (6)29 Bearing retainer (2) (early models)30 Bearing retainer (current models)31 Sealring32 Torque converter pump assembly33 Torque converter pump34 Washer (30)35 Self-locking bolt, 3/8-24 x 1-1/4 (30) B36 Ball bearing (current models) (split race)37 Double roll ball bearing (with PTO)38 Power-takeoff drive gear (with PTO)39 Converter pump hub gasket (current mode*40 Converter pump hub gasket (early models)41 Converter pump hub42 Hook-type sealring

Torque lb ft N * m

A 33-40 45-54B 41-49 56-66

20 - Lockwasher, 7/16 (22)21 - Lockwasher, 1/2 (7)22 - Bolt, 1/2-13 x 2 (7) E23 - Flat washer (2)24 - Fillister-head machine screw (2) F

Torque lb ft N * m

A 9-11 12-15B 26-32 35-43C 4-5 5-7D 42-50 57-68E 67-80 91-108F 3-4 4-6

Assemblies not equipped with hydraulic inputretarder require only one of each; those withretarder require two.

-22-

-23-

HT 750 Transmission

Some apparatus are equipped with an HT 750D ALLISON AutomaticTransmission; five (5) forward speeds and one (1),reverse. The ratiosare as follows:

1st 7.972nd 3.193rd 2.074th 1.405th 1.00 Direct

Rev 5.73

A. Torque Converter

The converter consists of 3 elements: Pump, stator and turbine.The converter provides maximum torque when load conditionsdemand. oil for converter charging pressure comes from thesump and is supplied by the transmission oil pump.

B. Lockup Clutch

The lockup clutch consists of a single clutch plate, back plate andpiston located between the converter turbine assembly and thetransmission flywheel assembly (or converter drive housing), Thelockup clutch plate is splined to the hub of the converter turbineassembly. Then the lockup clutch is applied, the turbine and theconverter pump are locked together and rotate as a unit. Engineoutput is then directed to the transmission gearing at a speedratio of 1:1; bypassing the torque converter. Lockup occurs in allforward gears, but not in reverse or neutral.

C. Planetary Gearing

The planetary gear train is made up of four (4) constant mesh,straight spur gear planetary sets. The forward set is arranged fordirect drive and is called the splitter planetary. The three rear setsare intermediate- low-, and reverse-range planetaries. By theengagement of the clutches in various combinations, theplanetary sets act singly or together to provide four (4) forwardspeeds and one (1) reverse.

D. Clutches

The clutches direct the flow of torque through transmission inaccordance with gear selected. All clutches are hydraulicallyapplied, spring

-24-

1 Flywheel ring gear2 Lockup clutch3 Torque converter turbine4 Torque converter stator5 Torque converter pump6 Accessory cover7 Torque converter housing8 Main charging oil pump9 Front support and main regulator valve10 Forward clutch11 Fourth clutch12 Third clutch13 Center sun gear shaft14 Third clutch piston15 Center support housing16 Second clutch piston17 Main shaft18 Second clutch19 Main housing20 Front planetary carrier21 Center planetary carrier22 Rear planetary carrier23 First clutch24 Adapter housing25 Low clutch26 Low planetary carrier27 Rear cover28 Governor drive gear29 Speedometer drive gear30 Output shaft31 Output flange retainer nut32 Governor driven gear33 Low planetary sun gear34 Low clutch piston35 Low planetary ring gear36 First clutch piston37 Rear planetary ring gear38 Planetary connecting drum39 Center planetary ring gear40 Front planetary sun gear41 Low shift valve body42 Low trimmer valve body43 Main control valve body44 Oil filter45 Fourth clutch piston46 Fourth clutch housing47 Fourth clutch drive hub48 Cover plate49 Oil pan50 Oil transfer plate51 Converter driven PTO gear52 Forward clutch hub53 Pitot tube54 Forward clutch piston55 Flywheel

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released, and oil cooled. The friction surfaces are sintered bronzeagainst steel. Any wear is automatically compensated. Thus, noadjustment is ever necessary except when rebuilding the transmission.

E. Hydraulic System

A single, pressurized hydraulic system serves the converter andtransmission. Oil for the hydraulic operations, lubrication and coolingcomes from the sump and is supplied by the same pump.

Although your ALLISON Transmission is rugged in design, certainprecautions and procedures must be follows to insure long, trouble-freeservice.

F. Towing or Pushing

NOTE: THE ENGINE CANNOT BE STARTED BY TOWING ORPUSHING. BEFORE TOWING OR PUSHING BEYOND A FEWBLOCKS, THE DRIVELINE MUST BE DISCONNECTED.

Universal Joints

A universal joint is a flexible coupling between two shafts that permits one shaftto drive another at an angle to it. This unit is necessary to provide flexibility inthe power train as the vehicle travels over uneven surfaces (Page 22).

Slip Joints

As the vehicle travels over uneven ground, the distance between thetransmission and the rear-end varies. A slip joint provides the necessarytelescopic action in the drive line. It consists of a male and a female spline, agrease seal, and a lubrication fitting. The male spline is an integral part of thepropeller shaft and the female portion is fixed to the universal joint.

Propeller Shaft

Also known as Drive shaft, or Drive line. This device carries the torque from thetransmission to the rear-end. This shaft may be solid or tubular type. The stressin the shaft varies from zero at the axis to a maximum at the outside. Since thecenter of the shaft resists only a small portion of the load, hollow shafts areused whenever practicable. A solid shaft is stronger than a hollow shaft of thesame diameter, but a hollow shaft is stronger than a solid shaft of the sameweight.

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Most pumping apparatus have the main pump mounted between thetransmission and the rear-end, therefore, two drive shafts are required. Onebetween the road transmission and the front of the pump transmission, and onefrom the rear of the pump transmission to the rear-end. Each have universaljoints and a slip joint.

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PROPELLER SHAFT ANDUNIVERSAL JOINTS

Flange Yoke

TABLE OF NOMENCLATURE

Symbol Part Name Symbol Part Name

2 FLANGE YOKE 27 STUB YOKE & TUBE ASSEMBLY3 SLEEVE YOKE ASSEMBLY 28 STUB YOKE4 ENO YOKE 30 TUBING5 JOURNAL ASSEMBLY 40 SLIP STUB SHAFT, Welded Tube6 BEARING ASSEMBLY 53 MIDSHIP STUB SHAFT, Center Bearing7 SNAP RING 70 CAP & BOLT ASSEMBLY14 DUST CAP 82 YOKE SHAFT15 STEEL WASHER 94 U-BOLT ASSEMBLY16 CORK WASHER

Journal & Bearing KitSleeve Yoke Assembly

Slip Stub Shaft

FIGURE 1

COMPONENTS

Tubing

Stub Yoke

EndYoke

Slip Joint Permanent Joint

PERMANENT JOINTKit, Journal & Bearing

Kit, Journal & Bearing

SLIP JOINT

FIGURE 2

16 15 14

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Final Drive

Its function is to change the direction of the power that is transmitted bythe propeller shaft through 90 degrees to the driving axles. At the sametime it provides a gear reduction (Page 24). A final drive consists of apair of bevel gears. These bevel gears may be spur, spiral, or hypoidspiral. Hypoid Spiral-bevel gears are commonly used because theyoperate more quietly and the pinion gear drives the ring gear below thecenter line of the axle thereby lowering the propeller shaft to give morebody clearance.

The bevel drive pinion is driven by the propeller shaft and the bevel ringgear is attached to the differential case that drives the axles. A commonfinal drive ratio for L.A.F.D. apparatus is, 4.11 to 1, That is approximatelyfour revolutions of the propeller shaft to one revolution of the rearwheels

Differential

The differential is the unit that allows the axles to turn at different speedsfrom each other while still pulling the apparatus. As a vehicle is drivenaround a curve, the outer wheels must travel faster than the innerwheels because they travel further in the same amount of time (Page25). If one wheel is stopped, the other wheel will rotate twice as fast, ifone wheel looses traction such as spinning in mud or braking an axle,the other wheel will not spin at all. This is due to the spider pinion gearsin the differential case that drive the axles only if they have resistance onboth axles. If one axle is broken, the resistance to that wheel is gone so,that axle will spin freely and the other axle will not spin at all (Page 26).

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SPIRAL BEVEL AND HYPOID GEARS

SPIRAL BEVEL SPIRAL BEVEL HYPOID

Ring Gear

Left AxleShaft

Differential Case

Right AxleShaft

Drive Pinion

Drive Pinion Bearing

-31-

DifferentialPinion andSide GearOperation

Side Gears

Axle Shafts

DifferentialPower Flower WhileCornering

Balanced Forces MakeDifferential Seem Locked

OUTER WHEEL 100% DIFFERENTIAL INNER WHEEL110% CASE SPPED CASE SPEED 90% CASE SPEED

Slow RotationFast Rotation

-33-

Live Axles

A live axle is one that supports part of the weight of the vehicle and also drivesthe wheels connected to it. The term is applied to the entire assembly, whichconsists of a housing containing a bevel drive pinion gear, a bevel drive ringgear, a differential, axles and bearings. The term "live axle" is opposed to theterm "dead axle". A dead axle is one that carries part of the weight of the vehiclebut does not drive the wheels.

The live axle assembly is commonly mounted on leaf type springs that runparallel to the frame (Page 23). The leaf springs take up some of the shock loadthat is produced when the power is applied to the wheels. Most live axles usethe Hotchkiss type drive. In this type of drive the open propeller shaft is usedwith two universal joints and a slip joint.

Passenger vehicles such as Emergency sedans, Plug Buggies (rated below 3/4ton), have Semi-floating drive axles. This means that the wheels are attacheddirectly to the end of the axles, and the stress caused by turning, skidding, andshock are applied directly to the axle itself.

Heavy apparatus, ambulances, and pick-up trucks (rated above 3/4 ton),generally have Full floating drive axles. This type of live axle assembly is forheavy duty use. The wheels are not attached directly to the end of the axles, butare attached to a hub. The hub rides on the axle housing through wheelbearings. The stress caused by turning, skidding, and shock are applied directlyto the axle housing, which is designed to carry heavy loads. Only the turningeffort or torque is applied to the axle therefore the axle can be removed andreplaced without removing the wheel.

SHIFTING TECHNIQUES

PRETEST QUESTIONS

1. On apparatus with automatic transmissions the engine may be started in any gear aslong as you do not have your foot on the accelerator and the maxi-brake is set.

A. TrueB . False

2. The shifting of gears in heavy apparatus with manual transmissions should always beaccomplished using the transmission.____ method regardless of the type of road

A. heel and towB. double-clutchingC. speed shiftD. power shift

3. When is it recommended procedure to coast out of gear?

A. Going Down hillB. Coming to a stopC. Going around cornersD. Never

4. The proper procedure for waiting for traffic signal to change is to leave your clutchdepressed and transmission in gear?

A. TrueB. False

5. The automatic transmission used by the LAFD will give better performance, smootheroperation, and more longevity if they are operated as if they were a "clutchless" manualshift transmission.

A. TrueB. False

3807R

LOS ANGELES CITY FIRE DEPARTMENT

DRIVER'S TRAINING MODULE #3

SHIFTING TECHNIQUES Manual and Automatic

OBJECTIVE: To learn the proper operation of manual and automatictransmissions used by the LAFD. This Lesson Plan will enablethe member to properly select and use the gears suitable forsafe, efficient and effective operation of the vehicle withoutabuse to the apparatus.

REFERENCES: 1. LAPD Apparatus Operator's Training Manual(A.O.T.M.)

2. Various LAFD Log Books

INTRODUCTION: This lesson is not a comprehensive study in the care, use, andmaintenance of manual and automatic transmissions but rather aset of guidelines to help us all become more proficient in ourshifting abilities to help insure the safe and efficient driving ofheavy apparatus. For a more technical discussion on this subjectrefer to Chapter 4 of the A.O.T.M. This lesson will be divided intotwo parts; Part I will cover manual transmissions, with Part IIcovering shifting techniques using automatic transmissions.

PRESENTATION:PART I - MANUAL TRANSMISSIONS

When you are driving, strive for smoothness: smoothness inacceleration, in shifting, and in slowing and stopping. Gearshifting is probably the most important of all driving operations.Correct use of the various gears will greatly increase apparatusperformance, give longer engine and transmission life, and add tothe safety of driving operations.

SHIFTING TECHNIQUES:

The terms UPSHIFT and DOWNSHIFT are used to describeshifting techniques. UPSHIFT is shifting from a lower gear to ahigher gear, giving an increase in road speed, or lowering theengine RPM while maintaining the same road speed.DOWNSHIFT is shifting from a higher

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gear to a lower gear, to bring the engine back into its operatingrange after reducing road speed. To shift gears properly, youmust be able to coordinate the operation of the accelerator,clutch, and gear-shift stick while maintaining proper road speedand engine RPM. The split between gears refers to the differencebetween ratios of gears in the transmission, expressed in engineRPM. In other words, split is the number of RPM the enginespeed must be decreased, when upshifting, or increased, whendownshifting, to properly complete the shifting operation desired.Please refer to 04.11.04 of the A.O.T.M. for a more conciseexplanation of gear split.,

Knowing the split between gears takes a great deal of guessworkout of gear shifting, and will often greatly improve a-member'sdriving performance.

How to Upshift:

When shifting from a lower to a higher gear do not begin theupshift until your engine speed has reached, the upper or desiredRPM range. When this has been accomplished, follow theprocedures described herein:

1. Disengage the clutch and move the stick to neutralposition. At the same time, ease off the accelerator sothat your engine speed will drop.

2. Engage the clutch. When the synchronizing RPM for yournext gear is reached, hold the RPM there with theaccelerator.

3. Disengage the clutch and move the stick to the nexthigher gear, still holding the RPM at the proper speed.

4. Engage the clutch, while holding the RPM, and then beginaccelerating.

Downshifting Requires Understanding:

At the same road speed, the engine must turn considerably fasterwhen in a lower gear than when in a higher gear. You must bealert to the proper minimum and maximum limits of the enginespeed when downshifting. Unless RPM is lowered to near itsminimum while in the higher gear before the shift, it is likely to beabove the maximum RPM after the shift to the lower gear iscompleted.

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Never try to downshift to a lower gear when the apparatus istraveling faster than the engine can move the apparatus in thatlower gear.

For example, if the apparatus can move only 12 miles per hour insecond gear never try to shift into second gear when theapparatus is exceeding the 12 miles per hour. This could result ingear stripping, overrewing the engine, a twisted driveshaft, abroken axle, etc.

At a given road speed, only certain gears are available. Theothers cannot be reached due to the limitation of minimum speedand maximum permissible RPM.

How to Downshift:

When shifting from a higher gear to a lower gear do not begin thedownshift until the RPM has lowered to or near the minimum.When this has been accomplished follow the proceduresdescribed below:

1. Disengage the clutch and move the stick neutral position.2. Engage the clutch and raise the engine speed. Hold the

RPM there when you have reached the desired enginespeed.

3. Disengage the clutch and move the stick to the lowergear, while holding the RPM.

4. Engage the clutch, while holding the RPM at the desiredengine speed. Continue to accelerate or decelerate asdesired.

RPM: Raise Quickly But Lower Slowly:

This is another important point to remember when adjusting theengine speed while the clutch is disengaged and the gears are inneutral. As soon as the accelerator is pushed down, the enginespeed raises quickly. When the accelerator is let up, the engineloses speed, but more slowly. It takes two to three times as longfor the engine to slow down from the proper maximum RPM toidling speed than it does for it to raise from idling speed to theproper maximum RPM. Therefore, shifting is affected as follows:

-4-DT-36/86

1. Downshifting can be faster than upshifting, because the RPM canbe raised faster for the lower gear than they can be dropped for ahigher gear.

2. Double-clutch timing varies according to the length of time ittakes the driver to adjust engine speed for the selected gear.

3. Upshifting while going upgrade is difficult, because the apparatusloses its momentum before the RPM can