Thеѕе аrе possibilities οf 29 qυеѕtіοnѕ уου сουƖԁ bе qυеѕtіοnеԁ fοr οn аn exam. Thіѕ test doesn’t hаνе аnу sign qυеѕtіοnѕ. Strictly procedures, distances, rules аnԁ operational material thаt уου mіɡht bе qυеѕtіοnеԁ fοr οn аn written exam whеn applying fοr уουr Class A Licence
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This video was an excellent idea , and it was done well – except for the misleading or incorrect informations it contains. Being that the Driver’s Handbook has 8 G Class Multiple choice test questions contained within it (complete with answers) and the Truck Handbook has 19 test questions contained with it (but doesn’t have any answers) , this video should be corrected and used to help out those drivers who are going to write their written tests , without uploading the entire list of questions.
I am a Certified Brake Adjuster , by the Ontario Safety League , and have been since 1998.
If you hear hissing (air leaking) from behind the brake chambers , that means that the rubber seal is worn or hardened to the point where it must be replaced. Having the entire brake chamber replaced is better , because the entire unit will be either new , or remanufactured / rebuilt. This is common in air brakes , and should be monitored by the driver to make sure it doesn’t get worse – using the prescribed tolerances of 80psi min. at the dash gauge , and to NOT ignore any warning lights/buzz
If you were to apply added pressure to the seal/push rod side of the brake chamber , you would only be compressing the chamber main spring closed. Since this releases the brakes – that would not work. Besides , the seal/push rod end of the brake chamber is not sealed , it is open to allow methol alcohol to be injected into the seals , where brakes become frozen through a hole which only has a plastic or rubber debris plug. It is not a seal , plus the pushrod actually protrudes the chamber end
Under service braking use (not emergency use) , pressure is built higher in the brake chambers when you press the brake pedal through the threttle valve (one way valve) , which increases the pressure on the sealed spring side of the chamber. This causes the spring to actually have more room in the chamber , but at the same time reduces the position of the chamber seal / push rod assembly. From there that movement twists a large brake rod that opens the brake calipers or diaphrams.
Some trucks have what is called : air over hydraulic brakes. These systems use both hydraulic oil and compressed air to move the components of the braking system. You DO need a Z endorsement to be able to drive these trucks. It is not wise to allow any air system to leak consistantly as the compressor will be overworked and fail. If a compressor fails , you will see a dramatic drop in air pressure when the brakes are applied – where NO AIR will be produced at all afterwards. GET OFF !
Hydraulic brakes work by pressure being exerted upon a hydraulic valve (which is part of the brake pedal or system) to compress hydraulic fluid – causing the brake calipers or brake diaphrams to move or extend. Once they extend , the shoes or pads make contact with either a rotor or drum. Airbrakes have a threttle valve under your foot (brake pedal) , which releases air pressure from the entire system – causing the brake chamber spring to open , creating movement of the calipers or diaphrams.
If you allowed your airbrake system to reach 25-45psi , you would be risking having the entire tractor and trailer units come to a skidding stop while in a traffic lane. As soon as the “low air” warning device/s are triggered , you should immediately look for a place to pull over to the right. The minimum normal pressure is 80psi (which is when the air compressor should cut-in) . Stopping at 135psi through a cut-out pressure valve. Make NO MISTAKE.
As per the Official MTO Air Brake Handbook , the early warning light & buzzer combination safety feature should kick in between 55-60psi or slightly higher. Normal operating range is 80-135psi (cut out). Since air brakes rely upon air to compress the brake chamber springs into a release condition (springs in brake chambers open to apply the brakes : IE – emergency brakes) , an air loss or lack thereof is what allows the spring to create automatic emergency brakes.
Me = ACZ since 1998 , Canada / US (all states including California).
Basically , take note that each state line , and each province will have an open scale to catch cheaters. So.. make sure you update your logbooks just prior to entering a state or province , or just prior to leaving a state of province. Windsor is the worst , claiming they know the actual mileages from anywhere east or west of their location , which they will calculate at the roadspeed to arrive at a estimated time that you should be there. They have nothing else but the eastbound side.
Best rule of thumb for a longhaul driver : get 8hrs. of sleep and follow the 10hr. / day off-duty rule. That is a legal must. Then…. you have 14 hrs. to play with every day. Make sure you don’t overdrive your distances , as the Windsor scale checks your mileage from whereever you last logged , to where you are then – calculating the time it should take. They don’t check Odometers though specifically. They look for Michigan crossing drivers who enter Canada. It’s a fine for sure.
Being that fines are $400 / offense charged with , if convicted that could be high , if your driving times are proved false , your sleeper times are proved false , your logbooks are in total disarray according to your actual movements/driving destinations etc. You can also be charged with making a false statement pertaining to a legal document. Which is what a logbook is. Worst case scenario , if you follow the off-duty rule of 10hrs. (while included sleep) – it’s a false statement risk only.
If you follow the 10hrs. / day off-duty stipulation , you are far better off – having filled out your logbook that way when it comes to law enforcement officers/MTO officers. It is when you don’t do so , that you will end up being shut down because you are delving into specific rules that will make it so that you “admit” you drove too much , or you didn’t sleep enough. I always log the 8 hrs. of sleep with the intention of sleeping , with the 10 hr. off-duty rule in mind / day. Hope that help
@TheStraydog1981 : You are correct about driving on the shoulder , as is being suggested. You can be fined , and also run into road signs too. I think he left out the part that would suggest that there is actually a specific lane designed , of a short distance , to allow passing on some hills. Which means , you should pull to any existing right lane , to allow other drivers to pass , when it is safe to do so. (lane must exist).
I have the MTO Truck Driver Handbook 2010 in front of me. “Hours of service requirement” : A driver must have 10hrs. off-duty in a day (which only leaves 14hrs. of available on-duty time available.) If 13hrs are allowed for driving on-duty , it only leaves you 1 hr. of on-duty time to claim for loading/unloading in such a case of using the maximum # of driving hrs.
@TheStraydog1981 : You can’t unload & load all night , as those 2 duties are considered , on duty , just as driving is as well. 13hrs is the maximum in Canada to drive in a 24 hr period. If you used 60 of your 70 hrs. , your reset on a 7 day cycle is 36hrs. (72 hrs if you reset / switch to a 14 day cycle allowing 120hrs on duty). There are only 2 allowable cycles (7 day & 14 day) , so that was a trick question attempt gone wrong. He needed to adjust to allow for 36hrs. to reset. No 8 day
Had 30 questions but just had # 23 on there twice
Took the written exam today. Wish i saw this first. Failed 2 tests out of 3. Only missing 1 question over the limit of 5 each.
Wheres this from the UK? why are the tire depths in MMs?
BUT DON’T STOP ON THE SHOULDER
Finaly (?)# 27 “YOU NEVER EVER PULL OVER ON THE SIDE OF THE ROAD GOING UP A HILL INLESS IT’S AN EMERCANCY. GOING UP A HILL SLOW YOU SHOULD BE IN THE MOST FAR RIGHT LANE WITH UR FLASHERS ON. THERE IS ONE MORE REASON YOU SHOULD HIT THE SHOULDER GOING UP A HILL IF UR SPEED DROPS TO 24-15 MPH RUN UP THE SHOULDER W/CAUTION KEEP UR FLASHERS ON.
(?)# 19 hours of service 14/11 witch means you can drive 11hrs with in a 14 hr period. Unloadingand loading do not fall into this rule. why because you are not driviing. You can unload and load all night if you want to. (?)#20 the answer is not 60 it’s 70. 70 hr rule witch means you can drive your 14/11 with in a 70 hr rule period b4 you have to do a 34hr reset.
Nice idea and in some ways informative. You have about 6 questions you asked and then answred. Your answers are wrong. questions 7,8,9,,19,20,and 27. Other then that not bad. (?)#7 the driver U-R responsible for your own load if it’s over weight adjust ur tandoms make that weight legal. (?)# 8 You the driver R responsible to make sure YOUR truck is safe to drive thats were the PRE-TRIP inspection comes in (?)9 How often is a circle check preformed TWICE A DAY (PRE-TRIP AND POST TRIP inspections
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