TMS800E OPERATOR’S MANUALOPERATING CONTROLS AND PROCEDURES

3. Main boom shall be fully retracted.

4. Main boom angle: 3 degrees minimum, 30 degrees maximum.

5. Maximum travel speed: 4 km/h (2.5 mph).

6. Counterweight: a. With the boom over the front, the counterweight used can be from 0 kg to 8170 kg (18,000 lb) or 10,900 kg (24,000 pounds). b. With the boom over the rear, the counterweight used must be from 5440 kg (12,000 lb) to 8170 kg (18,000 lb).

7. Swing lock and pin shall be engaged.

8. Hookblock must be removed from main boom nose.

9. Headache ball may be reeved over boom extension, hanging 0.9 m (3 feet) below sheave.

10. Suspension air bags shall be inflated.

11. The tires shall be properly inflated.

10 m (33 ft)/17 m (56 ft) Extension Plus One or Two 6 m (20 ft) Insert(s

Travel is permissible under the following conditions.

1. The 10 m (33 ft) or 17 m (56 ft) boom extension shall be erected at minimum offset. If traveling with just the 10 m (33 ft) extension, the stinger section must be stowed on the boom base section, not on the extension base section.

2. Jobsite travel only on firm, level surface.

3. Main boom shall be fully retracted.

4. Main boom angle: 3 degrees minimum, 30 degrees maximum.

5. Maximum travel speed: 4 km/h (2.5 mph).

6. With the boom over the front, the counterweight used can be from 0 kg to 8170 kg (18,000 lb) or 10,900 kg (24,000 pounds). Travel with the boom over the rear is not permitted with insert(s) erected.

7. Swing lock and pin shall be engaged.

8. Auxiliary hoist or IPO counterweight must be installed.

9. Hookblock must be removed from main boom nose.

10. Headache ball may be reeved over boom extension, hanging 0.9 m (3 feet) below sheave.

11. Suspension air bags shall be inflated.

12. The tires shall be properly inflated.

Published 09-14-2012, Control # 132-07

Manual Transmission and Clutch

Clutch Operation

Clutch pedal adjustment provides for approximately 3.8 cm (1.5 in) for free travel movement of the pedal after the first free travel of 1.3 cm (0.5 in) is passed before engaging the release bearing fully. It is important that this free travel be maintained to avoid possible excessive wear on the bearing and/or clutch slippage. Approximately the last one inch of downward clutch pedal travel engages the clutch brake which overcomes the tendency of the clutch to rotate at high speed when the clutch is disengaged. A slight but definite resistance to clutch pedal downward movement will be felt at the last one inch of travel.

The clutch brake is particularly useful for initial gear engagement in the lower gears when going uphill, when the road speed drops off more quickly than the engine RPM requiring rapid shifts. The clutch brake MUST NOT BE USED when making a downshift.

Clutch engagement should always be made smoothly while synchronizing accelerator movement necessary to move the crane.

Caution

Never fully depress the clutch pedal before the transmission is put in neutral. If the clutch brake is applied with the transmission still in gear, a reverse load will be put on the gears making it difficult to get the transmission out of gear. At the same time, it will have the effect of trying to stop or decelerate the crane with the clutch brake, with resultant rapid wear and generation of excessive heat necessitating frequent replacement of the brake friction discs.

Double clutching is a means of bringing the speed of the transmission gears into synchronization so the shift can be made without clash. The engine is used to speed up the countershaft for a downshift and to slow it down for an upshift. Double clutching operation is accomplished as follows.

1. Depress the clutch (do not engage clutch brake) and shift into neutral.

2. Release clutch pedal and accelerate the engine (when making downshift) or allow engine to slow down (when upshifting) until engine speed approximately corresponds to road speed of the gear ratio selected.

3. Depress the clutch pedal (do not engage clutch brake) and shift into gear.

4. Release the clutch pedal. Always use the double clutching technique.

NOTE: Never allow your foot to ride the clutch pedal when the clutch is engaged. This causes premature release bearing failure and short clutch facing life.

Shifting Gears

Next to concern for safety, good shifting habits are probably the most important capability a driver can have. Knowing how and when to shift can return savings in trip time and operating expense.

In the early stage of moving the crane, keep the engine speed down to the actual power requirement but anticipate the next shift demand and do not cause the engine to labor with the next shift. Start the crane in the lowest gear necessary and with the first few shifts, develop only the RPM needed to get rolling. Then as you upshift, increase crane speed in each gear with a progressive increase in engine speed. It should seldom be necessary to go to governed engine speed in the lower gears except in a peak load situation such as starting up a grade.

The biggest task when climbing a grade generally will be maintaining a reasonable rate of speed. When possible, preplan the climb and probable shift requirements according to traffic conditions and grade to be climbed.

When approaching a hill, gradually move the throttle all the way down if necessary to maintain governed RPM and remain at full throttle as the crane starts up the grade. If there is sufficient power to maintain satisfactory road speed without engine laboring, remain in that gear for the entire grade. Whenever a grade proves too great for the gear that you are in and the engine begins to labor, ease off the throttle as necessary and allow speed to drop off to the next lower shift point before downshifting to the next gear. Speed usually drops off quickly while shifting so the shift should be made rapidly. Additional downshifting should be performed in the same way, as necessary. By riding each gear down to the next shift point, you will get over your grades in the best possible time with minimum shifts.

On downhill operation, the engine provides most efficient braking when run at or near top RPM in the operating range BUT REMEMBER the governor has no control over the