are now successfully operating within the listed times/miles with no issues if procedures are followed. Operating temperatures drop and oil levels are extended. A resultant savings of time, money, effort and recycling of lubricants. Next, let’s discuss the coolant. Coolant should be checked annually for quality and leaks.The radiator cap should be tested for integrity of sealing surfaces, and elastomers and pressure retention within exacting range of specified pressure of the cooling system as stipulated by the manufacturer of the chassis. Fluids should be spectrochemically inspected at the annual test. Where the fluid is out of pH range, it should be brought back into its proper concentrations and condition. It may require a complete change out. Keep it clean and keep it full to the top. It is pretty easy today to determine if there is consumption of coolant.You will find indications of multiple ‘low coolant’ data on the engine ECM readout codes.Take corrective action as indicated. Make sure air flow through the Charge Air Cooler and main cooling radiator is not inhibited by debris between the two. What is the recommended service interval for my cooling system — most manufacturers recommend every two years?
Manufacturers recommend a cooling system service that will maintain their motor “system” in an operable condition that will not result in need for warranty claims. In our emergency services vocational apparatus, we service the apparatus, in total, as is an internal SOP. At a maximum period time frame, we perform at least a Federal/Provincial ANNUAL safety inspection and service. When servicing the cooling system, you visually inspect the coolant, looking for an abnormal “look” to the coolant. If you suspect the fluid to be out of “specs,” take a sample for inspection using the litmus strips, and freeze protection level. At minimum, you should refresh the coolant additive package as indicated. Because of the complexity of the motor today, elastomers and dissimilar metals require pristine coolant to survive.Things like sealing rings, O-rings, hoses, radiator solder joints, and the like dictate to us that we should be sending a sample to a Spectrochemical Analysis Laboratory for professional diagnosis. What the visual test will not indicate is the overall condition of the additive package or severe contamination. Along with the inspection and/or the replacement of the coolant, make
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sure you do not miss the replacement of the coolant filter. Remember, any external leak of the cooling system, where it leaves a spot of coolant on the ground, while either sitting overnight or while in operation, is considered a Class 3 leak and meets the NFPA 1911 “Out of Service” criteria. Coolant to the ground also meets the threshold of failure to meet EPA/Emissions standards. In a nutshell, if it leaks, determine the fault and repair it. While performing the visual inspection, make sure that the radiator is properly grounded to the chassis to prevent electrolysis within the cooling system.The radiator cap must be inspected and pressure tested annually. No air should enter today’s cooling system. None. Air in the cooling system, even in the header tank, is cause for oxidation of the cooling system metal components. Wet pump or dry pump pros and cons?
Depends. Do you run in a freeze zone? If so, you may run your pumps and all pump plumbing dry.Then, upon arrival at the scene, open the water supply from the tank to the pumping system. In extreme cold climates, any pump/tank system will be “winterized” by providing any number of anti-freeze accessories to prevent cold climate, wet pump operations. High BTU system onboard heaters, undercarriage blanket to keep engine heat moving through the chassis and up and around the pump, plumbing and tank. Running a pump and plumbing dry in non-freezing climates is discouraged because water is a lubricant and protects elastomers (seals/packings/ gaskets, etc) from drying out with a resulting loss of sealing capability.This is especially at issue if you have a dry pump that is attempted to be primed and cannot because of dry pump causation for loss of a tight system. For this question, you must know your needs and climate. We all know that when water freezes, it expands up to 11 percent. In a confined plumbing system, this can result in pressures reaching in excess of 10,000 PSI.This is enough to be sure to fracture metal piping or pump/valve castings, a very expensive issue. Been there, done that. What all does the new VDR record on my unit?
Before we get involved with what the VDR (Vehicle Data Recorder) actually records, let’s discuss why we have it and why it was brought into usage. In about 1992, electronically controlled motors replaced mechanical motors. In the ECU of the motors was embedded a system of data recording
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that the manufacturer used to validate warranty claims. It also recorded a number of other things that could, in some cases, be downloaded in court cases. Consider that the VDR, in a more minimal level, has been around since then. In the 2009 edition of NFPA 1901 (Standard for Automotive Fire Apparatus), the provision for VDR was incorporated. Many of the operators and others look at this item as “Big Brother” invading our operation. For me, I look at it in a positive and proactive light. This device, for me, is on-board evidence to validate and back up everything the operator and occupants of the apparatus report, following a major incident involving the apparatus. It will be your best ally when and if you are doing things to the operational consistencies of SOP and law. Now, to the issue of what is included in the VDR: Section 4 of 1911 states that “ALL APPARATUS must be equipped with a VDR.” By ALL, NFPA considers any fire apparatus of 10,000#GVWR or larger.The VDR must update all parameters at least once per second.The data must be stored in a 48-hour loop.The items included in the 48 hour loop are: • Vehicle speed in mph • Acceleration via Speedometer in MP/ Sec. • Acceleration by speedometer in mph/sec. • Engine speed in rpm • Engine throttle position in percent of full throttle • Anti-lock brake event in on/off • Seat occupied states-Y/N by position • Seat belt status by Buckled-Y/N by position • Master optical warning device switch-on/off • Time of day on 24 hour clock • Date by year, month, day It then goes on to state that the VDR must retain memory for 100 engine hours of minute-to-minute summary and overwrite data older than 100 engine hours.The 100 engine hour data to be stored shall be: • Maximum vehicle speed attained • Maximum acceleration attained • Maximum deceleration rate attained • Maximum engine RPM attained • Maximum throttle position percent attained • Anti-lock braking system event(s) • Seat occupied with seat belt unbuck-
led • Master optical warning device switch, time and date. All VDR data shall be uploadable by the end user to a computer or data storage system. All data shall be password protected with access controlled by the purchaser.The apparatus shall have all necessary software to retrieve data supplied at time of apparatus delivery. And, remember to relax — this product is your best ally What are the requirements for a reserve apparatus to be reserve instead of decommissioned?
From experience (remember, Ernie is old) I rely on the service life curve. In the beginning, when the apparatus is delivered, there will be a higher than normal amount of issues which we shall refer to as the “warranty period.” At one time the warranty period was universally one year.Today, the basic apparatus warranty period is recommended to be inspected at three years, due to the higher than normal fail rate of some electronic components. Following the first wash out of the start up period, the apparatus will continue through its normal service life on a systematic routine need for service and repair. Costs will remain fairly constant. When you see the costs to maintain and repair the apparatus start to climb substantially, you can start the process of evaluation as to whether it is more pertinent to continue the repair/ maintain/update the unit or to replace it as is stated as “decommissioned” in the question. Usually, the apparatus will be easily able to attain a prescribed timeline whereby it is placed into reserve status. Reserve status is when the apparatus is used as a backup to fill in for apparatus that go in for extended service or repairs. ANY reserve apparatus MUST be maintained as any front line apparatus, because that is the service the reserve unit provides. If anything, the reserve apparatus must be checked daily to assure that it meets front line apparatus requirements. In a volunteer station that is unstaffed, that reserve apparatus MUST receive that same level of inspection and care as any front line apparatus.You just never know when it must be pressed into service. When it is required, it must perform as designed and intended.
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