end of training test.

I agree. I'm just talking about them preaching on thing, then switching it around. The Columbia I tested in run around 40-45 psi

The only time I've seen 30 psi is an old 60 series that desperately needed an oil change. (30k since last one)

 

The "written" test is cake walk. I took it late January of this year. Know your first nine macros. If you've been paying attention in class and with your mentor you will pass hands down. Study those pages they sent you on q-comm.

 

I was lucky enough to have a mentor that showed me how to safely downshift on a downgrade.

It's much better than burning up your brakes on the way down to a flaming death, to be sure.

 

I was thinking of this the other day ... if you are never to downshift on a downgrade, how in the heck are you expected to come to a stop on some the off ramps in PA and WV?

 

I've been giving some thought to this whole "never-downshift-on-a-downhill" thing over the last couple of days. Here's a real life scenario coming south on I-15 down into San Bernardino down Cajon Pass. Truck speed limit is 45 mph with a 6% grade. This is a pass I've taken hundreds of times, but each time is different mostly because of the weight in the box.

On this particular day, midday the traffic was thick. I topped out the hill with 6000 lbs of cans in the box, almost like coming down deadhead. I dropped from 8th (top gear) to 7th and with 7th I knew managing 45 mph would be a cakewalk, I could play with jake in low, medium, or high setting and might need to snub brake a time or two; but 7th gear with a light load is easy running at about 1200 rpm (toward the lower end of rpm's for effective jake holding power).

I had lots of room in front of me, but traffic was thick in the left three lanes. Everything was fine.

And then I saw a pilot car as I was rounding the first bend, crawling in the slow lane at 15 mph. I was boxed in, couldn't get over. Ahead of the pilot car was a truck with 19 axles (I counted them as I went by) hauling a huge piece of equipment.

If I tried to follow the idiocy of not downshifting what would be my option, since I had NO room to get over a lane? I would have had to apply the brakes and ride them from 45 mph (1200 rpm in 7th) all the way down to 15 mph. The jake would cease to function at 800 rpm (about 28 mph) and the engine would stall below 600 rpm (about 18-20 mph). If the engine stalls I have no power steering and no hope of real control. I COULD push in the clutch to prevent the engine from stalling, but then I'm left coming down miles of 6% grade riding my brakes.

You HAVE to be comfortable with shifting (upshift or downshift) going up or down a hill.

In that scenario I put on my left turn signal and got BUSY downshifting all the way to 4th (doing the dreaded high to low range shift) and was about to downshift to 3rd when a truck slowed and flashed me over to make the pass, so I gave it throttle in 4th and got busy upshifting back to 7th for the rest of the descend after passing the monster load.

The reason why new drivers are encouraged NOT to shift on hills is because they MIGHT miss a gear and be out of gear. That's like telling a toddler to never walk because he might fall down. If you miss a gear, you miss a gear. Apply the brakes to bring the speed back down and try again (remembering to note the speed you initiated the shift). Apply brakes until the jake starts to stop working, about 800 rpm. Then downshift with a target rpm around 1200-1300 rpm, giving you room to "chase" it up to 1500-1600 rpm if at first you miss it and start picking up speed.

"We're talking about PRACTICE!" - Allen Iverson

 

Congratulations, now the learning really begins! Be safe!

 

Gratzio!! Told you it was cake. I will however be picking up a helmet since you'll be on the road solo soon! (Ducking)

 

Congratulations!

^^^ THIS ^^^

Beware the ghost in the sleeper berth. Took me a week to get used to the fact that those little noises in the back WEREN'T someone watching me drive.