Full load, grades, no engine brake

Just because those methods are not taught anymore does not mean that they are wrong, they worked back then they work now, yea i'll be honest, i'm a little confused by your question. Again, the whole concept about going down a major downgrade is your speed, if you are going to fast no matter what method of braking you use, you could end up in trouble. reread post #126

 

I do use it!! I know what the rules say and yes I have locked the wheels up using it; I have pulled on the trolley bar hit a bump in the road and SLAMMED it all the way down, was scarey but NEVER would I use it for stopping or going down a grade! I also am not gonna leave the trailer brakes on and use my clutch and driveline to perform a "tug test"

Other reasons I use the hand brake; after hooking up to a trailer i will put it in 1st gear, get it rolling and give it a good tug just to make sure the 5th wheel jaws are locked good even after I have visually inspected it and to test brakes, I haul containers and those chasis's can sit for LONG period of times so the brakes may/probably are out of adjustment. Instead of applying all that pressure to my tractor brakes, which I know arent out of adjustment, I use the hand brake! I use to use the foot brake to get the automatic slack adjusters to do their job UNTIL one time when I did that and a brake chamber let go. I know I know, someones gonna say then that chamber was gonna do that wether I was testing the brakes or using the brakes to slow down!! All I will say to that is, parts will last longer when used properly rather then slamming the brake down applying all that pressure to get the brakes adjusted.

I am not advocating the use of the hand brake, that was thrown out there by another poster who tried to say O/O's use it going down grades(some do but not me, I like being alive)

 

There is always more then one way to skin a cat!! Not my perferred method but I trust the driver beside me, behind me, and in front of me to being able to control their rig as they see fit in a safe controlled manner.

Like I have said, in the "New drivers" section, I just feel they should be told the way the book wants it done as in my opinon there is less chance of them smoking the brakes because of improper speed and gear selection.

If we were in the "Experienced Truckers Advice" I would not dispute ANY of this as being acceptable ways, but for a new driver with a load and no jake; I see trouble.

 

If I was a tanker driver I would ride the tanke down the hill like slim pikkins in Dr Strange Love. Granted I need a cowboy hat for that.

 

Just because one may achieve similar results doesn't mean the path by which they got there are both correct. Many analogies prove this concept false. The ends don't always justify the means. If one purchases a large screen television and another steals it, each have the same end result, each has a large screen television.

I disagree the major issue is speed unless one is taking it too fast to begin with which is another subject completely and then the driver's skills must be questioned. I believe the major issue is the method of braking. As an example, if one uses an incorrect method of braking it can have deadly results. We're not talking about going "too" fast or exceeding the speed limit, we're speaking about the proper braking method, taught and accepted, tried and true.

As another driver diligently explained it, one of the major reasons for following applied protocol is the (pneumatic) balance and imbalance of the brakes in regard to each being equal. Read post #103. It eloquently explains just one reason why this method of braking is preferred (and taught) over the steady pressure method, which is no longer taught.

 

usually my choice of i68 is in comparison to being raped by the pennylvania toll roads

it adds about 40miles which is a lot less than $150 to cross the keystone

 

OK...will you please explain to me why, oh why, DID I say WHY did that method work for decades on top of decades. Did 80,000 pounds get lighter, did a 7% grade 10 miles long get shorter and flatter. Please explain to me why you guys say that a method is wrong now that worked and still works...maybe the other way works well too , .. great...but that does not mean that the right gear, slower speed and steady even pressure does not work.....

 

I didn't say it was wrong or that it doesn't work only that is no longer the preferred, taught and accepted method. There are reasons for this. Safety is the main priority as technology changed greatly since those "decades on top of decades" you refer. Read post #103.

 

My handle says alot mountain hummingbird been driving mountains for going on 39 years, alot of the time in trucks without jakes your brakes are your best friend, if you limit your speed as he says in the above post according to your weight you dont need a jake use it to cool down after you are at the bottom or close to it. If you follow my hubbies advice then your truck brakes are your second line of defence. Then again my hubby uses the trailer brakes for stopping after downshifting as much as possible even for red lights.

 

They go down slowly, or crash like Clessie Cummins did on Cajon pass back in 1937 while on a cross country tour promoting diesel engines. He spent the next two decades developing the compression brake.