Driver-Engineer Handbook 2004

Transcription

1 Driver-Engineer Handbook 2004 The driver-engineer is responsible for the safe transportation of firefighters, apparatus, and equipment to and from the scene of an emergency. Once on the scene, the driver-engineer must be capable of operating the apparatus properly and safely to accomplish specific goals. The driver-engineer must also ensure that the apparatus and equipment carried on the apparatus are maintained in a ready condition at all times. Qualified driver-engineers, thoroughly trained with an ongoing program of practice, study and drill are required to fulfill this responsibility. The life of the firefighter and the civilian is in the hands of the driver-engineer. To fulfill this responsibility the driver-engineer must have the knowledge and skill to safely operate the apparatus. This packet has been compiled to assist you with the proper operation and maintenance of your apparatus. The information contained in this packet is general in nature and applies to most apparatus in service in the Miami Fire Department. Additional specific information on your individual apparatus is available in the apparatus manuals kept in each station. The Driver-Engineer Instructor is available to assist you in any way possible through schools, drills, and specialized training to meet your individual needs. The job of a driver-engineer is not an easy one, but with the proper training and drill it can be one of the most rewarding jobs on the fire department. Page 1 6/24/2004

2 TABLE OF CONTENTS 1. Diesel Engine Information 5 Operation of the Turbocharger Fuel System Lubrication System Cooling System Starting the Engine Stopping the Engine Engine Gauges and Warning Devices 2. Automatic Transmission Information 12 Transmission Temperature Oil Check Procedure 3. Air Brake Information 14 Air Compressor Air Compressor Governor Air Storage Tank Tanks Air Tank Drains Safety Valve The Brake Pedal Supply Pressure Gauges Low Air Pressure Warning Front Brake Limiting Valve Spring Brakes Parking Brake Controls Dual Parking Control Valves Dual Air Brake Systems 4. Using Air Brakes 17 Normal Stops Emergency Stops Stopping Distance Braking Low Air Pressure Warning Parking Brakes 5. Pump Information 20 Centrifugal Pumps Priming Pumps Two Stage Pumps Single Stage Pumps Typical Pump Installation Page 2 6/24/2004

3 6. Pump Panel Information 25 Intake Gauge Discharge Gauge Pump Connections Pump Overheating Engine Overheating Relief Valve Information Operating Instructions for Setting Relief Valve Pressure Governor Operation 7. Apparatus Inspection 31 Daily Apparatus Check Weekly Apparatus Check Monthly Apparatus Check 8. Additional Information for Driver-Engineers 34 Battery Chargers Underwriters Pump Service Test Pump Procedures for Allison Transmissions Operation of L.T.I. Winches Foam Operations Drafting Operations Limits from Mains 5 Inch Hose 9. Aerial Operations 46 Types of Aerials Positioning of Aerial Apparatus Aerial Setup Sequence of Operations Aerial Safety 10. Emergency Vehicle Operation 49 Vehicle Riding Policy Florida State Uniform Traffic Control Law Passing School Buses Following other Apparatus Standardized MFD Horn/Hand signals Vehicle Shut Down Procedures Alpha Responses Page 3 6/24/2004

4 11. Fire Service Hydraulics 61 Six Principles of Fluid Pressure Five Types of Pressure Friction Loss Maximum Efficient Flow Standard Starting Engine Pressure Driver-Engineer Rule of Thumb Supplement How to Figure Engine Pressure Calculating friction Loss Hose Units Total Friction Loss Nozzle Pressure Appliance Pressure Back Pressure Standpipe or Sprinkler System Engine Pressure Siamese Lines Wyed Lines Pumping Supply Lines Pumping in Relay Pumping to Aerials Pumping 5 Inch Hose Sample Hydraulic Problems Answers to Hydraulic Problems 12. Driver-Engineer Checkout Procedure 83 O.P.M. Study References Driver-Engineer Checkout Form Driving Score Sheet Serpentine Course Straight-Line Exercise Offset Alley or Opposite Alley Alley Doc 13. Reserve Driver-Engineer Course Requirements CDL Brake Test Supplemental Hydraulics Information 97 Fluid Pressure Illustrations Water Flow Illustrations Fundamental Rules of Friction Loss Illustrations Ways to Reduce Friction Loss Guidelines for Maximum Efficient Flow Standard Starting Engine Pressures Rule Of Hand Formulas Page 4 6/24/2004

5 DIESEL ENGINE INFORMATION The major difference between diesels and gasoline engines is in the ignition process. The gasoline engine mixes air and fuel in the carburetor and relies on an electrical spark to ignite the mixture after it is compressed in the cylinder. The diesel engine has no carburetor or electrical ignition system. Designed with much-higher compression ratios, the diesel engine relies on the heat of compression to ignite the fuel. When the air is highly compressed in the cylinder it heats up to ignition temperature, at that time fuel is injected. Ignition takes place and the expansion of hot gasses drives the piston down on the power stroke. Page 5 6/24/2004

6 DIESEL ENGINE INFORMATION Cont. A diesel engine converts a higher percentage of the potential energy in a gallon of fuel into useful work. Diesel fuel usually costs less per gallon and does more work per gallon. In some applications, 11 gallons of gasoline are necessary to do the work accomplished by 6 gallons of diesel fuel. Diesel engines can be two-cycle or four cycle design. The following illustration shows the difference between a twocycle and a four cycle diesel engine. Four-Cycle: The piston moves down and draws in fresh air. The intake valves close and the piston moves up, compressing the air. Fuel is injected and ignites, driving the piston down on the power stroke. The piston moves up and pushes the burned gases out the open exhaust valves. Two crankshaft revolutions are needed to complete one power cycle. Page 6 6/24/2004

7 Detroit Diesel Two-Cycle: Fresh air enters the cylinder under pressure, from an efficient blower. Simultaneously, this air forces exhaust gases out the open exhaust valves. The exhaust valves close and the upward-moving piston compresses the air to ignition temperature. Fuel is injected, ignites, and drives the piston down on the power stroke. This completes the power cycle in only one revolution of the crankshaft. Operation of the Turbocharger: The turbine wheel of the turbocharger is driven by engine exhaust gases. The compressor wheel is shaft driven by the turbine. The compressor pumps air into the engine to increase the amount of air available for combustion. The results are improvements in engine power output and altitude performance. The disadvantage of a turbocharger is high internal temperatures. The turbocharger must cool down prior to shutdown. Manufactures recommend a 5-minute cool down period at idle prior to shutdown. Turbocharger Page 7 6/24/2004

8 Fuel System: Fuel is drawn from the supply tank through the fuel strainer. The strainer separates water from the fuel. The clear bowl at the bottom of the strainer should be checked daily for water. If water is present call the shop. After leaving the strainer the fuel travels to the fuel pump. The pump is an engine driven gear-type pump. Leaving the pump under pressure, the fuel is forced through the fuel filter and into the inlet fuel manifold in the cylinder head, then through fuel pipes into the inlet side of each fuel injector. Surplus fuel returns from the outlet side of the injectors to the fuel return manifold and then back to the supply tank. Lubrication System: The engine lubrication system is pressure regulated. The lubricating oil is filtered by a full-flow filter and cooled by a block-mounted oil cooler. The rotating parts of the turbocharger are pressure lubricated from the engine lubrication system. Check the oil level with the engine stopped and the vehicle on level ground. If the engine has just been shut off, allow at least 5 minutes for the oil to drain back to the oil pan. Maintain the oil level between the FULL and LOW MARKS ON THE DIPSTICK. Overfilling will cause the oil to be churned by the crankshaft throws causing foaming or aeration of the oil. Operation below the LOW mark will expose the pump pickup causing aeration and/or loss of pressure. A fluttering oil pressure gauge indicates a low oil level. The proper oil for apparatus is as follows: Page 8 6/24/2004

9 Detroit Diesel: Cummins Diesel: Series 40 & 60 6V71 (Young Quints) 8V71 (1983 Pierce Engines) Freightliner (Rescues) 15W-40 SAE 40 OR XHD 40 SAE 40 or XHD 40 15W-40 International Diesel: International 15W-40 (Rescues) Ford Diesel: Ford rescue CD30 or CE30 Cooling System: The cooling system consists of a circulation pump, thermostat for regulating coolant temperature, oil cooler, radiator and belt-driven fan. To check for proper level of coolant, remove the cap when the engine is cool, look into the radiator and visualize the fluid. The fluid should be approximately 1-2 inches below the cp. Some radiators are equipped with a sight glass on the side to check for fluid without removing the cap, verify that fluid is in the sight glass. Starting the Engine: Check the following items before starting the engine: 1 Check floor for fluids 2 Be sure oil level is at or close to full mark 3 Check fuel supply 4 Check radiator fluid level through cap or sight glass To start the engine: 1 To start the engine: 2 Verify parking brake is applied. 3 Place transmission shift lever in the NEUTRAL position 4 Turn battery switch to BOTH. 5 Turn ignition switch ON. 6 Press both START buttons. Page 9 6/24/2004

10 NOTE: If the engine does not start after 30 seconds of cranking, allow the starter motor to cool for at least 2 minutes before trying again for non emergency situations. NOTE: Pumping the accelerator before or during cranking will not aid in starting. NOTE: When the engine starts, allow it to idle. If the oil pressure does not register within seconds of starting, stop the engine and contact the shop. Stopping the Engine: With the vehicle stopped, apply the parking brake and place the transmission shift lever in NEUTRAL. Press the ENGINE STOP button or pull the T handle. This shuts off the fuel supply to the engine. The EMERGENCY STOP control is used only when the engine does not respond to the normal ENGINE STOP control usually on an uncontrolled fuel source. When actuated the EMERGENCY STOP valve closes cutting off the engines air supply. Without air the engine cannot run. If an emergency shutdown is necessary, the engine must not be started again until the atmosphere near the air intake clears of the combustible mixture. Then the valve located in the air inlet must be reset by hand from outside the cab and the EMERGENCY STOP control returned to the RUN position before the engine can be restarted. Apparatus equipped with a turbo charger are not equipped with an EMERGENCY STOP control. NOTE: During prolonged idling rev the engine to 1,000 RPM. This keeps the injectors from fowling and operates the electrical system at optimum performance. Shut off excessive lights when not needed. Engine Gauges and Warning Devices: Right after the engine starts and at frequent intervals during operation, check the instrument panel gauges and warning devices to be sure the engine and apparatus are operating normally. The following gauges and warning devices shall be checked: Oil Pressure Gauge: During normal driving periods, the oil pressure will read between 40 and 60 psi. At idle speed a lower oil pressure is normal. If no oil pressure is indicated, the engine should be shut down immediately. Coolant Temperature Gage: After the engine is thoroughly warmed up, check the coolant temperature. Page 10 6/24/2004

11 Detroit Diesel Cummins International Ford Diesel 170 to 195 degrees F 180 to 200 degrees F 180 to 200 degrees F 170 to 195 degrees F Dual Warning Indicator: The indicator is a light and buzzer located on the dash; it indicates high engine temperature or low oil pressure. Fuel Gauge: Indicates the level of fuel in the fuel tank. Racor Gauge: Indicates fuel filter contamination or restriction. LAK 1: a small black box with a LED light on the front. When activated it beeps and lights up. This indicates water in the fuel bowl separator. Air Restriction Indicator: A vacuum gauge that indicates an obstruction in the air intake system or filter. Volt Meter: Indicates the condition of the batteries and if the charging system is operating properly. Amp Meter: Indicates the rate of charge or discharge. Odometer: Indicates the miles the apparatus has traveled. Speedometer: Indicates the speed in M.P.H. Tachometer: Indicates the R.P.M. of the engine. Transmission Temperature Gauge: Indicates the temperature of the transmission. Normal transmission temperature is degrees. Air Pressure Gauge: Indicates air pressure in the air brake system. Normal air pressure when driving is psi. Auxiliary Braking Systems NOTE: All classes of brake retarders must be turned off during wet weather. Telma Brake Retarder: Uses a magnetic field to place a drag on the drive shaft. This in turn assists the brakes during braking operations. As a result the brakes do not overheat as quickly preventing brake fade. Page 11 6/24/2004

12 NOTE: During operation if you find a Telma light does not go on: you may experience early brake fade; notify the shop. If a light stays on you may do permanent damage to Telma. JAKE BRAKE/EXAUST RETARDER/X-TARDER: Uses exhaust gasses to slow the engine RPM/drive train assisting brakes. When your foot is not on the accelerator the Jake Brake engages, making it difficult to coast through intersections TRANSMISSION RETARDER/TRANSTARDER: Diverts transmission fluid within the transmission placing drag on the drive train. Be aware the transmission temp will rise and may overheat during prolonged usage. AUTOMATIC TRANSMISSIONS Transmission Temperature: The transmission fluid temperature is indicated by a gauge specifically designed for this purpose. Extended operations at low vehicle speeds with the engine at full throttle can cause excessively high fluid temperatures in the transmission. These temperatures may tend to overheat the engine cooling system as well as cause possible transmission damage. Normal transmission operating temperature is degrees F. If excessive temperature is indicated by the transmission fluid temperature gauge, stop the vehicle and shift to neutral. Accelerate the engine to RPM and allow the temperature to return to normal (two or three minutes) before resuming operation. Importance of proper fluid Level: Since the transmission fluid cools, lubricates, and transmits power, it is important that the proper level be maintained at all times. If the level is to low, the converter and clutches will not receive an adequate supply of fluid. This can result in poor performance or transmission failure. If the level is too high, the fluid will aerate, causing the transmission to overheat. Check the fluid level on a daily basis. Page 12 6/24/2004

13 Transmission Fluid Check Procedure: Always clean around the end of the fill tube (as in all fluid reservoirs) before removing the dipstick. Dirt or foreign matter must not be permitted to enter the system. Check for an abnormal fluid level or milky appearance due to coolant leaking into transmission fluid. Check the fluid level by one of the following procedures: Hot Check: 1. Operate the transmission in a drive range until operating temperature of degrees F. is reached. 2. Shift through all drive ranges to fill the clutches and fluid passages. 3. Park the vehicle on a level spot, shift to neutral and apply the parking brake. Let the engine run at idle speed. 4. Wipe the dipstick clean and check the fluid level. The safe operating level is any level within the HOT RUN band on the dipstick. Cold Check: 1. A cold fluid check may be made when the sump temperature is degrees F. 2. Run the engine for at least 1 minute to clear the fluid system of air. 3. With the engine running at idle, wipe the dipstick clean and check the fluid level. Any level within the COLD RUN band is safe for operating the vehicle. 4. Follow up with a hot check. NOTE: If you experience any of the following: overheating, shifting feels odd, unusual sounds, transmission shifts up or downshifts at irregular intervals, fluid leaks from the transmission, or low fluid level, contract the shop. Page 13 6/24/2004

14 AIR BRAKES The following information is taken from the excerpts from the Commercial Driver License Manual. Air brakes use compressed air to make the brakes work. You can apply all the braking force you need to each of the wheels of a heavy vehicle, even units pulling 2 or 3 trailers. Air brakes are a safe way of stopping large vehicles if the brakes are well maintained and used right. However, you must know more about air brakes than you need to know with the simpler brake systems used on light vehicles. Air brakes systems are three braking systems combined: the service brake system, the parking brake system, and the emergency brake system. The service brake system applies and releases the brakes when you use the brake pedal during normal driving. The parking brake system applies and releases the parking brakes when you use the parking brake control. The emergency brake system uses parts of the service and parking brake systems to stop the vehicle in the event of a brake system failure. There are many parts to an air brake system. You should know about the parts discussed here. Air Compressor: The air compressor pumps air into the air storage tanks (reservoirs). The air compressor is connected to the engine through gears or a V-belt. Air Compressor Governor: The governor controls when the air compressor will pump air into the air storage tanks. When air tank pressure rises to the cut-out level (around 120 pounds per square inch, or PSI ), the governor stops the compressor from pumping air. When the tank pressure falls to the cutin pressure (around 100 PSI) the governor allows the compressor to start pumping again. Page 14 6/24/2004

15 Air Tank Drains: Compressed air usually has some water and some compressor oil in it which is bad for the air brake system. Therefore each air tank is equipped with a drain valve in the bottom. There are two types: Manually operated: By turning a quarter turn. You must drain the tanks yourself at the beginning of each day of driving. Automatic: The water and oil is automatically expelled. While the engine is running, an air discharge sound will be heard every few minutes. Safety Valve: A safety relief valve is installed in the first tank the compressor charges. The safety valve protects the tank and the rest of the system from too much pressure. The valve is usually set to dump at 150 PSI. The Brake Pedal: You put on the brakes by pushing down the brake pedal. Pushing the pedal down harder applies more air pressure. Letting up on the brake pedal reduces the air pressure and releases the brakes. Releasing the brakes lets some compressed air go out of the system, so the air pressure in the tanks is reduced. The pressure must be made up by the air compressor. When you depress the brake pedal, two forces push back against your foot. One force comes from a spring on the brake pedal itself. The second force comes from the air pressure going to the brakes. These two forces allow you to feel how much air pressure is being applied to the brakes. Note: Pressing and releasing the pedal unnecessarily can let air out faster than the compressor can replace it. If the pressure gets too low, the brakes will not work. Supply Pressure Gauges: All air-braked vehicles have a pressure gauge connected to the air tank. If the vehicle has a dual air brake system, there will be a gauge for each half of the system. (Or a single gauge with two needles). Dual systems will be discussed later. These gauges show how much pressure is in the air tanks. Page 15 6/24/2004

16 Low Air Pressure Warning: A low air pressure-warning signal is required on vehicles with air brakes. A visible warning signal must activate before the air pressure in the tanks falls below PSI. The warning is usually a red light. A buzzer may also activate. Spring Brakes: All trucks, truck tractors, and buses must be equipped with emergency brakes and parking brakes. They must be engaged by mechanical force (because air pressure can eventually leak away). Spring brakes are usually used to meet these needs. When driving, the spring brakes are kept retracted by air pressure. If the air pressure is removed, the springs automatically activate. A parking brake control in the cab allows the driver to release the air pressure which is retaining the spring brakes. This applies the spring brakes. A leak in the air brake system which causes all the air pressure to be lost will also cause the spring brakes to be applied. Spring brakes will engage when the air pressure drops to a range of 20 to 45 PSI. Do not wait for the brakes to engage automatically. When the low air pressure warning light and buzzer indicate low pressure, bring the vehicle to a safe stop off the roadway. When the spring brakes automatically apply you will not be able to move the apparatus. Parking Brake Controls: The parking brakes are applied by a, push-pull control knob. The knob is pulled to apply the parking brakes, and pushed to release them. Spring Brake Release: Some vehicles have a separate air tank, which can be used to release the spring brakes. This is used to move the vehicle from the roadway after the emergency brake has been activated. You must depress and hold the control knob to allow air from a separate air tank to momentarily releases the spring brakes. This allows the apparatus to move a short distance. When you release the knob, the spring brakes re-engage. The spring brakes will remain released until the reserve tank is depleted of air pressure. Plan the move carefully to insure you have adequate time to complete the move before the Spring Brakes re-engage. Page 16 6/24/2004

17 Dual Air Brake Systems: Most newer heavy-duty vehicles use dual air brake systems for safety. A dual air brake system has two separate air brake systems, which use a single set of brake controls. Each system has its own air tanks, hoses, lines, etc. One system typically operates the regular brakes on the rear axle or axles. The other system operates the regular brakes on the front axle. The first system is called the primary system. The other is called the secondary system. Before driving a vehicle with a dual air system, allow time for the air compressor to build up a MINIMUM of 100-PSI pressure in both the primary and secondary systems. You need at least 60 PSI to release the spring locks. Watch the primary and secondary air pressure gauges (or needles, if the system has two needles in one gauge). The warning light and buzzer should shut off when air pressure in both systems rises to PSI. The warning light and buzzer should come on before the air pressure drops below PSI in either system. If this happens while driving you should stop immediately and safely park the vehicle. If one air system is very low on pressure, either the front or the rear brakes will not be operating fully. This means it will take you longer to stop. Bring the vehicle to a safe stop, and have the air brake system fixed. USING AIR BRAKES Normal Stops: Push the brake pedal down. Control the pressure so the vehicle comes to a smooth, safe stop Emergency Stops: You should brake so you can steer and so your vehicle stays in a straight line. Use one of the following two methods. Threshold braking: FOR DRY ROAD CONDITIONS This method is also called squeeze braking. Slowly increase braking pressure to prevent wheels from skidding. Stab braking. FOR WET ROAD CONDITIONS without ABS Repeatedly pressing on the brake pedal and releasing it in rapid succession so as to not lose steering ability during slippery conditions. It can take up to one second for the wheels to start rolling after you release the brakes. ABS BRAKING for ANY ROAD CONDITIONSSS Stomp/Stand and Stay Page 17 6/24/2004

18 TELMA BRAKE RETARDER ABS INTERFACE The Telma ABS interface module was developed in cooperation with ABS manufacturers to provide functions that allow the anti- lock braking system (ABS) to automatically control the Telma during critical wheel slip conditions and in case of ABS malfunction. This interface with the ABS allows automatic control of the Telma under all road conditions eliminating the need for a manual switch to turn off the retarder during slippery conditions. The ABS control module (ECU) of most medium and heavy-duty vehicles provide specific outputs for connection to the Telma to allow the following functions. Control function During critical wheel slip conditions the ABS instantaneously and automatically cuts out the Telma and re-enables the system when normal road conditions return. The Telma ABS interface monitors the gradual return of the braking torque in relation to road adhesion conditions. Safety Function If the ABS self-check detects a fault and illuminates the dashboard warning light the Telma is disabled until the fault is corrected and the ABS warning light is turned off. The Telma ABS interface also incorporates a low speed shut off function using the vehicle speed signal to automatically the Telma system when speed slows to about 2 mph. The Telma is no longer effective below this speed. NOTE: If the brakes are wet from driving through deep water, depress the brakes lightly while driving to heat and dry them. Page 18 6/24/2004

19 Stopping Distance: With air brakes there is an added delay: the time required for the brakes to work after the brake pedal is pushed. With hydraulic brakes (used on cars and light/medium Trucks), the brakes work instantly. However, with air brakes, it takes a little time (one half second or more) for the air to flow through the lines to the brakes. Thus, the total stopping distance for vehicle with air brake systems is made up of four different factors. Perception Distance + Reaction Distance + Brake Lag Distance + = Effective Braking Distance Total Stopping Distance The air brake lag distance at 55 M.P.H. on dry pavement adds about 32 feet. So at 55 M.P.H. for an average driver under good traction and brake conditions, the total stopping distance is over 300 feet. This is longer than a football field. Braking: When you use the brakes, they get hot. Brakes can take a lot of heat. However, brakes can stop working if there is too much heat build-up. A. Brake fade: Occurs when the glue holding the brake pad fibers together gasses out acting as a lubricant on the rotor. This takes place during extended brake use without sufficient cooling time in between braking sessions. This condition will significantly reduce braking ability, which will resolve itself once the rotors and pads cool sufficiently. B. Parking brake fade: is caused by driving with the parking brake engaged (engine power may overcome parking brake friction). This will cause the parking brake to overheat rendering them ineffective when needed. If you suspect the vehicle was driven with the Parking brake engaged, disengage the parking brake. (DON T FORGET TO USE WHEEL CHOCKS!) C. Brake Glaze: Permanent condition caused by the brakes overheating on numerous occasions. Low Air Pressure Warning: If the low air pressure warning comes on, stop and safely park your vehicle as soon as Page 19 6/24/2004

20 possible. There might be an air leak in the system. Controlled braking is possible only while enough air remains in the air tanks. The spring brakes will come on when the air pressure drops into the range 20 to 45 PSI. A heavily loaded vehicle will take a long distance to stop, because the spring brakes do not work on all axles. Lightly loaded vehicles or vehicles on slippery roads may skid out of control when the spring brakes come on. It is much safer to stop while there is enough air in the tanks to use the foot brake. Parking Brakes: Any time you park use the parking brakes. Pull the parking brake control knob to apply the parking brakes, push it in to release them. The control is a yellow knob, labeled parking brakes. Pump Information Centrifugal Pumps: The most common type of pump in use in the fire service today is the centrifugal pump. The centrifugal pump is classified as a nonpositive displacement pump since it does not pump a definite amount of water with each revolution. The operation of a centrifugal pump is based on the principle that a rapidly revolving disk tends to throw water introduced at its center toward the outer edge of the disk. The faster the disk is turned, the more velocity the water will have. The centrifugal pump consists of three parts; the eye, impeller, and the volute. Water enters the pump through the eye of the impeller. After entering the eye it moves through the impeller and increases in velocity with the speed of the impeller. The impeller is mounted off-center in the casing and increases in area as it nears the discharge outlet. This casing is known as the volute. (Figure 1) NOTE: Centrifugal pumps will not operate properly when AIR is introduced to the pump. The pump will also be adversely affected if DEBRIS enters the pump impeller. If the pump is allowed to OVERHEAT it will cavitate further adversely affecting the pump seals, gaskets, etc. Page 20 6/24/2004

21 Cutaway diagram showing the parts of a pump. There are three main factors that influence discharge pressure: 1. The amount of water being discharged. 2. The speed of the impeller. 3. The incoming water pressure. The centrifugal pump is unable to pump air and is not selfpriming. In order for a centrifugal pump to draft water a primer must be supplied to remove the air from the pump and intake hose allowing atmospheric pressure to force the water into the pump. NOTE: If the pump is shut down you may loose prime due to minute air leaks in the system. It is recommended to keep water flowing in order to insure prime is not lost. Priming Pumps: Since centrifugal pumps are nonpositive displacement pumps, another type of pump must be used to remove the air from a centrifugal pump. Priming pumps are positive displacement pumps that can pump air as they operate. There are three parts to a priming system: the valve, pump, and oil tank. The valve: provides a connection from the prime pump to the centrifugal pump and opens by use of a lever or button. Once the valve is opened the prime pump also activates to remove the air. This valve is usually connected at the highest point in the pump or plumbing to assist in removing all of the air from the pump. Page 21 6/24/2004

22 Priming pumps: They are usually rotary gear or rotary vane driven by an electric motor. The electric motor allows flexibility in mounting the pump to the chassis. The electric motor can only be operated for a short period of time before the motor overheats. Therefore, the maximum amount of time allowed for drafting or priming is 30 seconds (45 seconds for 1500 GPM pumps) to prevent overheating the prime motor. Most primers use an oil supply ( 30 weight for 1983 Pierce and Young apparatus, Prime Safe for the newer pumps). The oil serves two purposes. 1. Improves efficiency As the pump wears, clearance between the gears and the casing increases, and the pump loses efficiency. A thin film of oil is drawn into the pump and seals the gaps between the gears and the casing. The oil improves the efficiency of the primer. 2. Anticorrosive The oil also acts as a preservative and minimizes deterioration of the metal parts by inhibiting corrosion when the pump is not in use. There is a vent in the oil line from the reservoir to the priming pump. Since the tank is frequently mounted higher than the priming pump, a siphon action would drain the tank after the primer has been used. This vent breaks the siphon. It must be large enough to serve the purpose, but small enough to allow the priming pump to draft the oil out of the tank when the primer is in use. Make sure that the vent hole is not plugged to prevent siphoning all of the prime oil out of the tank. Page 22 6/24/2004

23 Two Stage Pumps: The number of impellers determines the number of stages of a pump. A two-stage pump therefore has two impellers that operate in series or parallel. A transfer valve changes the pump from series to parallel. This valve is controlled by a switch on the pump panel that activates this valve. Lights on the pump panel will indicate the position of the valve. When in the SERIES OR PRESSURE mode, the water enters one impeller and the pressure is boosted. It leaves that impeller and is diverted through the transfer valve to the other impeller where the pressure is boosted again. The total amount of water discharged is limited, but the pressure is double what each impeller would supply separately. When the transfer valve is moved to the PARALLEL or VOLUME mode, water enters each impeller at the same time. The pressure is boosted and the water combines in the discharge manifold. This mode provides a large amount of water with limited pressure. The driver should select the VOLUME mode when pumping approximately 70 percent or more of capacity. Page 23 6/24/2004

24 Single Stage Pumps: The most common type of centrifugal pump is the single stage pump. As the name implies, the stage pump has only one stage and thus only one impeller. ADVANTAGES 1. Simplicity of operation. 2. No transfer valve to malfunction. 3. No confusion on when to switch over. 4. The throttle controls performance. 5. Cost. DISADVANTAGES 1. Higher RPMs required to achieve high pressures. 2. Some realistic pressures and volumes cannot be reached. The single stage pump is rapidly replacing the two-stage pump for many of the above reasons. The easiest way to determine if the pump is a single stage or a two-stage pump is to look for a transfer valve switch on the pump panel. If there is not a transfer valve, the pump is a single stage. Typical Pump Installation: Pumps can be mounted to the apparatus in many ways and many locations, the most common locations are the front mounted pump and the midship mounted pump. The front mounted pump is located in the front of the apparatus and usually driven off of a PTO. This type of installation allows the apparatus to be pumped with the transmission in NEUTRAL, and the pump driven off the front of the engine. The small size of the pump allows flexibility in the mounting of the pump on the chassis. A midship mounted pump is located in the midsection of the apparatus and is driven off the transmission. A transfer case splits the drive shaft and engages the pump while disengaging the rear wheels. These types of apparatus are usually pumped with the transmission in DRIVE. A manual method of engaging the pump is provided if the electric shift motor fails to engage the pump. Page 24 6/24/2004

25 PUMP PANEL INFORMATION Intake/Compound Gauge: Measures vacuum in inches of mercury and incoming water pressure in PSI to the suction side of the pump. Pump Discharge Pressure Gauge: Measures outgoing water pressure in PSI. Pump Connections: Several auxiliary items are connected to the pump to provide cooling and additional functions for the pump. They are as follows: 1. Tank to Pump Valve: Allows the water to flow from the water tank to the suction side of the pump. 2. Tank Fill Valve: Takes water from the discharge side of the pump and places it in the water tank. The tank fill is used to refill the tank and can also be used to cool the pump. 3. Pump Cooler Valve: (recirculating valve) Takes water from the discharge side of the pump and places it in the water tank. The pump cooler is a small diameter line used to prevent the pump from overheating when pumping but no water is flowing. Leave in the OFF position when drafting unless needed for pump cooling. 4. Engine Cooler Valve: Takes water from the discharge side of the pump to decrease the temperature of the cooling water in the apparatus engine during pumping operations. The pump water does not mix with the engine coolant. Leave the valve in the OFF position until needed Pump Overheating: One of the most common problems at a fire scene is having the pump overheat. This can be caused by having the pump engaged and not flowing water. Overheating can be felt by placing your hand at the suction side of the pump. To prevent pump overheating: 1. Open pump cooler valve. 2. Crack tank fill valve. (Observe residual pressure) 3. Open a discharge valve and flow water. NOTE: There have been instances of Firefighters being burned when hot water inadvertently leaked or flowed from nozzles onto their skin... Page 25 6/24/2004

26 Engine Overheating: High engine RPM s can cause your engine to overheat when pumping at a fire. To cool your engine: 1. Open engine cooler valve. 2. Open engine compartment doors. 3. Lower engine RPM s. (Use only as a last resort) Relief Valve Information: The Relief valve prevents pressure surges by bypassing water from the discharge side of the pump to the suction side of the pump. For example, if you were pumping two hose lines, each at 250 GPM at 150 PSI, and shut down one line, you d have a pressure surge on the operating line if the relief valve is not set. With the relief valve set at 150 PSI, the pressure on the operating line will not surge above 150 PSI This figure shows what happens when the pump discharge is lower than the valve setting. The water flows from pump discharge to the pressure chamber of the pilot valve on the left. This pressure chamber is next to a diaphragm. With the handle of the pilot valve you regulate the force of the spring against this diaphragm. As long as the hydraulic force in this chamber is less than the force of the spring, the pilot valve will stay closed. The water pressure is then transmitted back through the 4-way to the main valve chamber (on the right) and the main valve stays closed. Page 26 6/24/2004

27 This figure shows you what happens when a pressure rise opens the pilot valve enough to overbalance the main valve. The restricted area around the needle valve in the pilot valve acts as a metering passage to control the flow around it. When discharge pressure gets high enough to compress the diaphragm against the spring in the pilot valve, the needle valve moves to the left. This allows water to dump back to pump suction. This, in turn, reduces the pressure in the tube behind the main valve (right). The force on the small end of the main valve (left) is now greater. The valve opens so part of the water being pumped bypasses back to suction, reducing discharge pressure. The main valve opens just enough to reduce discharge pressure to the pilot valve setting. If the discharge pressure drops below the set pressure, the pilot valve reseats, pressure builds up behind the large end of the main valve, and closes it. Setting the Relief Valve: 1. Turn the Relief Valve ON. Relief Valve Operations 2. Open at least one discharge gate. 3. Raise the RPM s until you reach the desired pump pressure. Page 27 6/24/2004

28 If the YELLOW light turns on before reaching the desired pump pressure, increase the Relief Valve setting to exceed the desired pump pressure by 10 psi. (You now should have a GREEN light). Continue raising the RPM s until you reach the desired pump pressure. NOTE: (Each ½ turn clockwise of the Relief Valve increases the Relief Valve setting by approximately 10 psi.) (Each ½ turn counter-clockwise of the Relief Valve decreases the Relief Valve setting by approximately 10 psi.) 4. Turn the Relief Valve counter-clockwise ½ turn at a time until the pump pressure begins to drop and the YELLOW light turns on. 5. Turn the Relief Valve back (clockwise) ½ turn at a time until the pressure stabilizes and the GREEN light turns on. THE RELIEF VALVE IS NOW SET and will automatically prevent pressure surges. Exercising the Relief Valve: Because of the design of the relief valve system, few disorders are apt to occur. If the relief valve operation is sluggish or erratic, the cause can usually be traced to fine sand, grit or other foreign material clogging one of the valves or strainer. Following the instructions listed below will usually restore relief valve operations. 1. With the apparatus engine running, place the truck into pump gear. Turn the relief valve to the OFF position. 2. Remove the strainer rod assembly and clean the strainer and orifice in the rod end. Stand clear of the relief valve opening and turn the relief valve to the ON position for approximately 5 seconds. A small stream of water will flow from the relief valve flushing the piping. 3. Turn the relief valve OFF. Inspect the condition of the O-ring and replace if damaged. Hand-tighten the strainer to seat the O-ring, DO NOT use any tools. Page 28 6/24/2004

29 4. Open one discharge valve just enough to permit a small flow of water to keep the pump cool. Raise the pump pressure to 180 psi. 5. Rotate the relief valve handle counter-clockwise all the way until it bottoms out. 6. Cycle the relief valve lever from ON to OFF holding each position for one second. Do this several times to flush clean water through the relief valve and to exercise the relief valve gate through its full range of travel. 7. Make sure the relief valve is ON and set the relief valve to the desired pressure. If this operation does not remedy the situation, contact the FD Shop. Anytime the pump pressure is changed the relief valve will have to be reset. The relief valve must always be set for the highest pressure being pumped. The relief valve only operates between 75 and 300 PSI, for pressures greater than 300 PSI the relief valve must be shut off. Caution: The Driver Engineer must remain at the pump panel when operating with the relief valve OFF. Extreme caution should be used to prevent pressure surges. This is done by increasing and decreasing RPM with pump panel throttle. Pressure Governor Information: Apparatus equipped with a pressure governor are not equipped with a relief valve; the pressure governor if in the proper mode will provide surge protection for the lines. The pressure governor has two modes: PRESSURE, and THROTTLE. These two modes should not be confused with a two-stage pump which has two stages: PRESSURE, and VOLUME. Page 29 6/24/2004

30 When the selector switch is placed in the THROTTLE mode, the toggle switch acts just like the vernier throttle on an apparatus without a pressure governor. As you push the switch up, the throttle is advanced. The pressure governor will maintain that throttle setting regardless of the amount of water being flowed. In the THROTTLE MODE YOU HAVE no surge protection. This mode should only be used in emergency situations when the PRESSURE mode is not operating properly. Most situations require the selection of the PRESSURE mode to safely pump the apparatus. To operate in the PRESSURE mode, perform the normal seat operations and push the selector switch to the PRESSURE mode. As you advance the throttle the pressure will increase. When the desired pressure is reached, release the toggle switch and the apparatus will maintain the pressure you have selected. As the flow increases or decreases the pressure governor will automatically advance or decrease the throttle to maintain the selected pressure. The PRESSURE mode acts just like the cruise control on your car, except that it will maintain a set PSI instead of mph. Each time you pump the apparatus you will have to set the pressure governor, it does not have a memory of the last pressure that was pumped. The pressure governor has other features designed to assist the driver, the automatic shutdown, and the emergency shutdown. The automatic shutdown occurs if you run out of water in the PRESSURE mode and do not take any action to correct it. The pressure governor will automatically go to maximum rpm s for 5 seconds to build pressure, if it cannot build pressure it will automatically shut down to idle. The emergency shut down is a red button or a on/off switch that will immediately lower the rpm s to idle when pumping if an emergency occurs. The most important thing to remember about the pressure governor is that you must select the PRESSURE mode if you want to have any surge protection. It is a very bad habit to pump the apparatus in the THROTTLE mode because you will have no surge protection. Use the PRESSURE mode at all pumping incidents to provide surge protection and safety to the firefighters on the line. Time spent drilling with the pressure governor will increase your familiarity and your understanding of how it works, and allow you to feel more comfortable on the scene of an emergency. Page 30 6/24/2004

31 APPARATUS INSPECTION Daily Apparatus Check: The following items shall be checked prior to starting the apparatus: 1. Conference with the OFF going driver. 2. Damage Check. Check for any new damage to the apparatus and verify damage was logged in journal. 3. Check the ground under the apparatus for obvious fluid leaks 4. Engine oil (generator and other power equipment) 5. Hydraulic oil (hydraulic oil that operates gates or aerial device). 6. Prime oil and pump oil (if applicable) 7. Power steering fluid 8. Belts and hoses (Check for wear and tightness) ¼ give when pushed. 9. Batteries (Reading with hydrometer and fluid level) 10. Radiator fluid (Check sight glass and/or remove cap and visualize) 11. Water in tank (Open hatch and visualize full water tank) 12. Tires (Visualize pressure, lug nuts, tread depth ( 4/32 ), and condition) 13. Hose (Load complete and stored properly with crossover made) 14. Nozzles (Shut-off closed and stored properly) 15. Air bottles and SCBA s (Proper pressure and operation) 16. Equipment (Visual inventory, secure on apparatus, and fluid levels) 17. Hydrant and territory notices 18. After a working fire take a full by the book inventory and log it in the Apparatus journal Page 31 6/24/2004

32 Start apparatus and check the following: 1. Check under the apparatus for obvious fluid leaks. 2. Engine oil pressure. It must come up within 15 seconds; if not IMMEDIATELY shut the engine down. 3. Air pressure 4. Fuel level 5. Volt meter (12 to 14 volts) 6. Radio (check to see Miami radio is operating). 7. Brakes (Perform CDL Brake test). 8. Steering check to see there is less than 2 play on a 20 wheel. 9. Lights (Head, tail, brake, turn, and emergency) 10. Transmission fluid level Apparatus equipped with a pump check the following: 1. Discharge gates closed and unlocked 2. Caps are secure to intakes and outlets 3. Operate all intake and discharge gates 4. Operate piston intake relief valve 5. Check all discharge bleeders closed, intake bleeders open 6. Engage pump and operate the following: a. Open tank to pump valve b. Operate prime device c. Operate relief valve or pressure governor d. Operate transfer valve e. Check for leaking discharge valves f. Operate pump and engine cooling valves Log all appropriate entries in the Station Journal and report any abnormal items to your Company Officer and/or the Fire Department Shop. NOTE: If the apparatus requires any repairs fill out the Apparatus Repairs Needed form. Page 32 6/24/2004

33 Weekly Apparatus Check: The following items shall be checked on a weekly basis established by the Station Commander: 1. Tire pressure with gauge 2. Inventory of equipment by book 3. Weight CO2 extinguisher (must be within 10 percent of total charged weight). 4. Check pressure gauge on dry power 5. Clean the engine 6. Clean the chassis and check the following: a. Bleed air brakes if not equipped with automatic bleeder b. Check drive shaft and universal joints c. Check springs and hangers for loose or broken components, missing bolts and nuts d. Check for any fluid leaks 7. Remove and clean all ladders 8. Operate the piston intake relief valve 9. Check all intakes for screens 10. Check and operate deckgun or aerial nozzle 11. Operate aerial device and check the following if applicable: a. Check for hydraulic leaks frayed cables or frozen pulleys b. Check operation of stabilizers (chock front wheels) c. Check aerial operation (elevation, rotation, extension) d. Lubricate aerial device and water tube 12. Exercise the RELIEF valve Log all weekly checks in the Apparatus Book and Station Journal. Report any abnormal items to your Company Officer and/or the Fire Department Garage (Shop). Monthly Apparatus Check: On the first day of each month the Driver-Engineer will make out a monthly apparatus inspection report. This report and the information needed will be derived from close inspection of the apparatus and equipment. Information will be taken from the Apparatus Reference Book, fuel record, etc. Check the O.P.M. for additional information on the monthly apparatus inspection report procedures. Page 33 6/24/2004

34 Radiological Check On the 15 th of each month the radiological equipment assigned to each apparatus is to be tested by the on-duty Firefighting and Rescue Companies. If you experience a problem with any component return the entire kit to the Driver Engineer Instructor. Check the O.P.M. for additional information. ADDITIONAL INFORMATION FOR DRIVER-ENGINEERS Battery Chargers: The battery charger cord provided in each Fire Station shall be plugged in the charger outlet anytime the apparatus is in quarters. The overhead power drops in the apparatus room are for the battery chargers on apparatus and AC shore power connections ONLY. DO NOT connect any other electrical equipment to these power drops. The battery charger automatically charges both batteries regardless of battery switch position. Remove all items from around battery chargers on apparatus, as they require good ventilation to prevent overheating. Check charger for operation by feeling for vibration or listening for humming sound at location of charger if meter is inaccessible. If the charger does not operate check the following: a. Battery fully charged 1200 or above b. Blown fuse in charger cord. (Indicator light in ceiling of most stations will be on.) c. GFI breaker popped. d. Circuit breaker to outlet turned off. e. Charger malfunction. If battery reading is below 1175, contact the Fire Department Shop at once. The reading of the lowest cell is the recorded reading for that battery. Page 34 6/24/2004