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| Press
Release: |
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Roadside
Vehicle Inspectors DO NOT check brake adjustment.
LONDON,
ONTARIO – February 5, 2007 We believe the
headline “ Brakes-Out-Of-Adjustment, #1 out
of service defect on air braked vehicles checked
during roadside blitz” is just that, a headline.
An attention-grabber, attention-getter, whatever.
But, in point of fact the headline is False, says
Ron Gervais of Freinmeister Group Inc.. |
Brake adjustment is maintained by keeping brake
linings as close to the brake drum as possible when
released so as not to generate (rubbing) heat, causing
the drum or linings to unnecessarily expand, resulting
in an overheated brake subject to heat fade, or
resulting in a potential wheel fire. Normal running
clearance for North American trucks and trailers
is from .023-.030 thousands of an inch. This clearance
is not measured by roadside inspectors.
Roadside inspectors
test brake performance by measuring brake chamber
pushrod stroke, with a Full brake application, with
dash air gauge pressure reduced from 125-130 PSI
down to 90-100PSI. In our opinion excessive brake
stroke does not necessarily come from bad brake
adjustment. It comes from excessive brake wear which
shows up during a FULL brake application made at
90-100 PSI.
Brake Stretch = Contributes
to excessive brake stroke when:
Stretch due to brake chamber mounting bracket deflection,
Stretch due to excessive wear in nylon s-cam bushings,
or brake spider,
Stretch due to excessive wear in brake adjuster
clevis pin bushing area,
Stretch due to excessive wear in s-cam splines or
slack adjuster worm gear,
Stretch due to wind-up in longer (28”) S-camshafts,
Stretch of thin brake drum due to (33%) higher pressure,
than normal parking brake application of 50 PSI,
Stretch due to heat in a centrifuse type brake drum
Vs a cast drum.
No driver can be expected
to know or understand brake stretch, nor should
it become his/her responsibility.
Most people in the S-Cam
brake industry agree, the S-Cam Brake is not a precision
instrument.
Typical North American truck drive axle and trailer
brakes are 16.5” diameter x 7 “ wide.
When new, brake lining is a minimum of .750 thick
at the crown, while some replacement brake linings
are advetised as having a high or extra crown.
The S-Camshaft is a forging, providing a lift of
0.50 inch.
Brake shoes are steel stampings.
Lining is .750 (3/4”) thick, camshaft lift
is .50 (½”), shoe to drum is .025.
Lining is considered worn out when 5/16” of
thickness remains.
Extended service brake linings are about .100 thousands
of an inch thicker than standard linings but, are
installed with S-camshafts that are smaller by about
1/8” at zero degrees of rotation when measured
across the S-face.
All truck owners should
be aware that a proper mark and measure test must
be performed on every wheel-end. We believe it is
a maintenance issue and it’s one you can perform
to bring this headline to a vitual stop. No pun
intended.
CONTACT:Ron Gervais
Freinmeister Group Inc
519 641-6770
Email :ron@freinmeister.com
www.freinmeister.com
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| London,
Ontario February 22, 2007
AIR BRAKE TRAINING
AT ITS BEST!
An ALL NEW state-of-the-art Air Brake Training program
has arrived! It is sure to astound instructors and
students alike! “AIR BRAKE Interactive”
is an extensively detailed air brake training package,
consisting of a full color 150-page Instructor’s
Reference and Presentation Guide, supported by a
CD-ROM Multimedia Presentation whose illustrations
and animations will amaze you. As Mr. Rolf Lockwood,
Editorial Director for “Today’s Trucking”,
“Transport Routier”, and “highwaySTAR”
publications and TodaysTrucking.com website recently
stated: “The clarity of the illustrations
and animations is extraordinary!”
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| Making the
Invisible VISIBLE!
Air and air pressure are invisible to the naked
eye. NOW, FOR THE FIRST TIME EVER IN AIR BRAKE TRAINING,
WE MAKE "THE INVISIBLE" VISIBLE! The normally
"invisible" functions of air brake system
circuits and components are now "made visible"
and easily understood through the creative use of
33 voice-narrated technical animations and 73 static
technical illustrations.
Who will AIR BRAKE Interactive benefit?
This all new multimedia-enhanced training program,
designed for presentation by air brake instruction
professionals, will revolutionize air brake training!
Whether training new drivers, updating experienced
drivers or bringing new service technicians up-to-speed,
AIR BRAKE Interactive will provide your students
with an exceptionally thorough understanding of
modern air brake systems. AIR BRAKE Interactive
will also be of tremendous benefit to fleet operations
personnel and other individuals who need to know
and understand exactly how North American air brake
systems function.
12 Modules – No Misunderstandings
AIR BRAKE Interactive consists of 12 learning modules,
each of which progressively builds a thorough knowledge
of the factors, physics, components and operation
of an entire modern air brake system. The structure
and layout of the Instructor’s Reference and
Presentation Guide is also an industry first! It
is organized in a unique manner that affords every
instructor complete confidence, convenience and
ease-of-presentation.
Want More Information?
AIR BRAKE Interactive was developed and produced
by Duross, Suchay & Associates Ltd., TECHNICAL
TRAINING SERVICES, a technical and safety training
development and implementation company, founded
in 1985.
Freinmeister Group Inc. is proud to have been chosen
as the agent for AIR BRAKE Interactive’s fleet
transportation, technical school and community college
sales in Canada and USA.
CONTACT:
Freinmeister Group Inc.
Ron Gervais or Bob Gervais
Email: ron@freinmeister.com
Website: www.freinmeister.com
Tel: (519) 641-6770
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Press Release:
Testing Trailer Air System
Condition |
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| LONDON,
ONTARIO February 6, 2007- It’s easy to verify
the repaired condition of semi-trailers. There
has been much written throughout the industry about
Pre and Post 1993 trailer air brake systems.
For trailers built before
1993 air system condition could be monitored by
the driver, simply by observing the dash air gauge(s)
in the tractor. The trailers had either an extra
isolated reservoir, or special valving, to help
the driver respond to most air system service brake
failure emergencies while on the road. But a severe
loss of service air would allow the spring emergency
brakes to apply on the trailer, even if the driver
had not noticed the air loss.
On all trailers built
since 1993 we have a more protected effective brake
system. There is no longer a need for the isolated
reservoir, but valve swapping by well meaning roadside
mechanics may have rendered your trailer brake system
unprotected.
YARD TEST FOR TRAILERS
Circle check the vehicle(s), Chock (at least) one
wheel, start the engine.
Tractor and trailer are connected.
Activate the Yellow button to Charge the tractor
air system.
When system operating pressure is reached, activate
the Red Trailer SUPPLY button and fully charge the
air system.
With the engine at idle, go to the trailer air reservoirs
and open all drain cocks.
Get back in the cab and apply and release the brakes
as often as you would like.
The Pre 1993 system will allow dash air gauge(s)
pressures to fall and even allow low pressure warning
system to activate, and/or allow trailer emergency
spring brakes to apply.
A Post 1993 trailer
air system will be virtually unaffected by the numerous
applications, and little pressure change should
be evident on the dash air gauges. No emergency
brake application will take place as long as the
two air lines (CONTROL & SUPPLY) remain connected
between tractor and trailer.
If a Post 1993 trailer
air system shows signs of going into emergency in
this static test, we suggest it be repaired properly
before departure.
For help with your findings,
contact;
Bendix Commercial Vehicle Systems @ 1 800 247-2725
Haldex Brakes @ 800 643-2374
Meritor Heavy Vehicle Systems @ 800 535-5560
Tramec 800 835-0021
Sealco Commercial Vehicle Products Fax 800 -222-2334
CONTACT :
Ron Gervais
Freinmeister Group Inc
519-641-6770
Email:ron@freinmeister.com
www.freinmeister.com
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