LETTERS TO THE EDITOR
“Runaways” article prompts thoughts, opinions, and responses from readers
The article in the FIRE ENGINEERING December 1986 issue, “Let’s Stop Runaways,” by Howard Moon, has some good thoughts. However, some of the statements are incorrect or misleading and should be corrected.
Mr. Moon discusses torque buildup in the sliding clutch arrangement of the pump transmission. If the pump is shifted in its proper sequence, any torque buildup can easily be removed. This would be accomplished by shifting the truck transmission from drive to neutral to reverse and immediately back to neutral. This transition removes the torque buildup and allows the clutch shift to shift freely.
The statement that the OK-to-pump light will illuminate before the pump is engaged into the pump mode, which automatically disengages the rear axle, is totally erroneous. If the OK-to-pump light comes on before the shift is actually accomplished, then there would be something wrong with the wiring or in the design of that power shift mechanism on that apparatus.
The lockup device is designed so that when the parking brake is engaged and the activating valve is put into the pump mode, the solenoid valves are locked up into the direct drive mode. If the pump transmission does not shift into pump mode, the engine will stall due to the overload condition that’s being applied.
In any event, the ready-to-pump light will not come on until the shift in the pump itself has completed its full stroke.
There are some positive comments that can be made about sandwich PTO’s (power takeoffs) or the enginedriven PTO, but there are also many limitations that Mr. Moon did not point out in his article.
For example, one of the limitations with the sandwich PTO is that it is practical on very few chassis, engine, and transmission combinations. Also, it would add a great deal to the cost of a fire engine and still would not eliminate the possibility of runaway. If anything, perhaps it would make runaways all the more possible.
Consider the following: The operator engages the sandwich PTO for pump-and-roll mode. He stops, gets out of the truck, and decides to increase the throttle while he’s outside of the cab. However, he didn’t put the truck transmission in neutral. Because he left it in drive, when he increases the accelerator the truck will move.
I totally concur with the purpose and intent of Mr. Moon’s article, but feel that the above comments should also be evaluated when considering the safety of a piece of apparatus.
W.J. Darley
President
W.S. Darley & Co.
Melrose Park, IL
In the fall of 1982,1 had the misfortune of being the officer in charge of a “runaway vehicle.” The engine company was equipped with an automatic transmission, powered by a diesel engine, and had a top-mount engineer’s panel. When the apparatus began to move, the engineer was preoccupied with setting up the pump and was not immediately aware of the situation. He was “trapped” on the runaway apparatus and had to jump from it just before it struck two vehicles waiting at a traffic light.
In his article, “Let’s Stop Runaways” (December 1986), Howard Moon’s solution to eliminate the problem is a good one for new apparatus. However, the cost and downtime may be prohibitive as a retrofit for existing apparatus.
A relatively simple and inexpensive retrofit for in-service apparatus is to install a “deadman” switch on the engineer’s panel. A single throw toggle switch wired to the emergency shutoff on the intake manifold of the engine will serve this purpose. If the switch is clearly marked and shielded, you can avoid activating it accidental-
Setting off this device closes off the combustion air to the engine and stops it within one or two seconds. While it is true that you must reset this device manually, this minor inconvenience is well worth the safety it provides. In addition, if personnel are properly trained to reset the device, the company can be placed back in service in less than two minutes.
This device will not eliminate the possibility that an apparatus might malfunction and move when it shouldn’t. But it is an inexpensive method to help personnel immediately stop a runaway apparatus if necessary.
Richard A. Kukac
EMS/Fire Science Technology Moraine Valley Community College Palos Hills, IL After reading Howard Moon’s article, “Let’s Stop Runaways,” in the December 1986 issue, I researched the manuals on the Emergency One pumpers with Hale pumps in our city. I found that there was no mention of how to relieve torque that an automatic transmission creates on a drive line. Its shifting procedures are: stop the truck, shift the transmission to neutral, shift from road to pump, and then shift into drive. If the pump shift is not complete, repeat the procedure.
In the manuals on our Seagrave pumpers with Waterous pumps, it says that to relieve the torque that is built up by the automatic transmission, you should stop the truck, place the truck transmission in neutral, shift from road to pump, place the transmission in reverse momentarily to release the shaft torque, and then shift into drive.
By comparing the different methods in these two manuals, we see how one company has taken steps to insure a complete pump shift.
Mr. Moon’s article also states that operators watch for the green OK-topump light, and then increase the engine throttle.
When we train new pump operators in our station, we remove the pump indicator lights to teach them the other indicators of a complete pump shift. In the cab they learn to watch the speedometer and listen for the automatic transmission to lock up into high gear. When at the pump panel they look for the pump panel tachometer to engage. The tachometer operates only when the pump is engaged.
While we can talk about the pros and cons of the split shaft and the sandwich PTO (power takeoff), it still requires hours of training and being familiar with the truck to ensure that any system is used correctly.
Jeffrey M. Rosenfeld
Firefighter
City of Virginia Beach Fire Department Virginia Beach, VA
Preventive maintenance program improves condition of apparatus
I must applaud Chief Hank A. Howard for his excellent article, “The Bottom Line: Professional Vehicle Maintenance,” in the December 1986 issue of FIRE ENGINEERING. In the past, the maintenance division of the fire service seemed to take the back seat because “fire apparatus never breaks down.”
Four years ago, we built our fifth fire station and incorporated into it the maintenance division. We have installed a twin post lift for heavy-duty apparatus and a twin frame lift for administration vehicles. We also have a large workshop and parts inventory, bulk oil storage, underground waste oil tank, and special equipment. We also converted an old ambulance chassis into a maintenance service truck. We have reduced our out-of-service time tremendously through these efforts.
It is a great asset to have a fire chief who understands that it is important to perform preventive maintenance and make repairs in order to keep the fire equipment in full service.
Through the cooperation and backing of the DuPage County Fire Chief’s Association, I have formed the DuPage County Fire Mechanics Association. We hold monthly meetings and share common problems, solutions, ideas, and special tools and equipment. Because the association is open to departments both within and outside of the county, everyone has access to special parts or expertise.
In January, we attended the first Illinois Fire Apparatus Mechanics Association seminar. This organization aims to serve the mechanics by providing training, knowledge, and resources of other departments. Hopefully, this association will help ensure better apparatus and equipment maintenance for the participating departments.
Thank you for publishing a very well written article. It has reinforced our efforts by showing that maintenance is an important and vital division of the fire service.
Donald R. Cook Maintenance Supervisor Lisle-Woodridge Fire Department Lisle, IL
I agree with Hank A. Howard (“The Bottom Line: Professional Vehicle Maintenance,” December 1986).
A successful preventive maintenance program must have a professional fire equipment mechanic with knowledge and experience. Apparatus specifications and warranties are needed for long-range planning. Fire apparatus operators and mechanics must work closely together and understand each other’s jobs.
Fire equipment mechanics must take advantage of every opportunity to increase their knowledge and skill. They must participate in training programs to keep up to date on new maintenance ideas and changes for fire equipment and apparatuses.
I am very fortunate to belong to the Northern and Southern Division of the California Fire Chief’s Association Service Mechanic Section, which Mr. Howard mentioned in his article.
Since 1974 I have also enjoyed learning new ideas and skills from the informative classes at the California Fire Mechanics Academy.
I believe that it’s all worthless unless your apparatus is able to transport your crew and operate efficiently at the emergency scene. Vehicle maintenance is such an important part of any fire department.
Wallace Kawachi Fire Equipment Superintendent Honolulu Fire Department Honolulu, HI
I wish to commend William T. Jones on his article about intersection accidents (FIRE ENGINEERING, December 1986). I have been an Emergency Vehicles Operators Course (EVOC) instructor for the New York State Police, the Rochester Fire Department, the Monroe County Fire Bureau, and the New York State Health Department since 1980. I was U.S. DOT (Department of Transportation) certified in 1981 for emergency vehicle operation and agree with every point made in Chief Jones’ article.
We tend to put too much trust in our lights and siren, which often results in a serious accident. Times are changing and we must change too.
NYS Department of Motor Vehicles (DMV) figures indicate that approximately 65% of all emergency vehicle accidents take place at intersections, and the death and injury rate is about eight times that of other non-emergency vehicle intersection accidents. If you can’t do anything else right, at least look out at intersections.
I have attempted to instruct my own classes to keep these points in mind. After all, it is much more cost-effective to learn from others’ mistakes, and you are of no use to anyone if you can’t get to the alarm. I call this “saving seconds—costing lives.”
Robert J. Faugh Captain
Rush Fire Department Rush, NY
Saving seconds—costing lives
Dead on arrival” term refers to hospital, not fire scene
Every month I read, with interest, the articles in your publication. I am constantly amazed at how much I learn, even after being a professional firefighter for over 21 years.
However, I must object to a term used in the title of the article “D.O.A. at the Fire Scene,” by Charles G. King, in the January 1987 issue. The term was used incorrectly. It is a common mistake made by thousands of firefighters every day, but it is wrong nonetheless.
D.O.A. is a term used by ambulance crews. It has been used since the big cities of the Northeast first ran ambulances. It is a term that firefighters have misused just about as long.
Very simply, D.O.A. is dead on arrival at the hospital!!
If you apply the real meaning of the term D.O.A. to the title of Mr. King’s article, it becomes “Dead on Arrival at the Hospital at the Fire Scene.” It doesn’t make any sense!!
The proper term for the body that is found at a fire or accident site is D.O.S. (dead on the scene).
Kenneth S. Wyse
Lieutenant
Baytown Fire Department Baytown, TX
