Refer Training

I'm currently sitting in PHX Phoenix Sky Harbor waiting for my flight out at 6:40... They flew me out here for an Idealease Transport Refrigeration class. It's based on ThermoKing and Carrier's two week training programs and then condensed down into a 4 day class for Idealease. I took the test for my Universal/608 certification allowing me to legally work on any refrigeration system not covered by EPA 609 (Automotive A/C systems). I've never learned that much in 4 days before... Time to go home.

We currently do no work on trailer refer unit's at all and are not even set up to recover R-404A and I'll be the only one that can even legally touch a refer unit. It looks like we're going to get into refer service (or at least our leasing side will be) and they must be confident that they'll have work because they dropped over $3,000 for me to go to this class.

Learned quite a bit and I can honestly say that I think I could solve most anything wrong with a ThermoKing unit now. The electrical systems are simple and the wiring schematic is well laid out. LED indicators in the circuit board, self diagnostic abilities are amazing... I can shut the unit down and command individual solenoids and functions to cycle for up to 15 minutes. They put highway trucks to shame for diagnostic functions. Going into this I didn't know hardly anything about even a basic A/C system and now I actually understand how and why they work.

I was surprised that only 4 people were in the class (This is for the entire western sea board) but at the same time I think I learned a lot more that way.

Last two weeks: 80 hours

WQ2014

Started training on the laptops in the shop this week. Did a DPF differential pressure test using cummins Insite and then pulled up a print out for a customer on a wheel speed sensor.

Been doing a lot of online courses this week too.

... and it looks like I may be flying to Phoenix for an Idealease training class on trailer refrigeration. We hired a UTI grad so I've been bumped up the ranks a bit and am doing some diagnostic work now! He's on the Tues.-Sat. shift with me making me experienced tech on Saturdays (I'll be doing all the service calls etc...) since Jim is the lead on Saturdays he spends most of the day on the phone.

Week: 45

More light!

Because seeing is everything... $94 for the headlamp and $78 for the batteries and charger. Worth every penny at 1020 lumens. For comparison the Streamlight Stinger that everyone loves is 640 lumens.

WQ2014

Went on a service call for the first time on Saturday. A Schneider National driver had been parked overnight waiting for IK truck repair to come back but could not raise them on the phone and finally called us out at 9 am. The spring brake valve was routing all the air into the service side through the anti-compounding hose. When I arrived the hose was crimped off at the valve but the service side was left open. IK wanted the driver to follow him back to the shop like that (Uh'... No service brakes!) but the driver said no because he runs electronic logs and couldn't leave his route.

I pulled the valve off and headed back to the shop to match it up. Parts guy be like, "we don't stock those". We carry a Sealco replacement valve that matches up to the SR-5 Bendix but I was hoping to not have to re-plumb the back of the trailer to make a different valve work. I found an SR-4 in the parts room which looks almost identical to an SR-5 valve minus a drilled hole in the flange. Smart phone to the rescue to see if it was compatible... The answer ended up being no. The Bendix website crashes all of our computers at work but runs fine on my phone and I was able to find some information.

An SR-5 uses an external reservoir supply hose and the tractor's supply to release the spring brakes as FMVSS 121 doesn't require the trailer reservoir to supply air to the spring brakes anymore.

An SR-4 uses an internal passage to supply air to the trailer reservoir but uses the trailer's supply to release the spring brakes.

Alright well I guess I'm stuck using the Sealco and ended up having to reroute some hoses under the trailer http://www.sealcocvp.com/tech/sbv/techvlv05.htm

Week: 42 hours

WQ2014

I'm not sure I'm too keen on pulling doubles into the shop... I can put a 53' anywhere I want it but these are just ridiculous.

Well I guess I won't be doing it that way next time. According to Eaton and everyone I've asked that was the right way to take the input shaft out but I dunno about this.

Did some A/C work for the first time. That was a steep learning curve... Hey, go change the leaking a/c compressor! Okay then.

Changed a trans filter on an Allison and couldn't get it to communicate with the laptop to reset the indicator. The foreman, our engine tech, and an hour later we switched USB plugs on the computer and it worked fine.

And then there's this stupid stuff. Had to pick up a set of chains for my truck to make it to the main roads. 2wd and snow drifts don't really mix well.

Week: 40 hours

WQ2014

No pictures this week but I've now experienced the joy of stuck s-cams... Two guys, an oxy torch, air hammer, multiple beating devices, and 8 hours later we had all 4 corners torn down and the hubs ready to go back on (New inboard drums... Yup, press in studs). Oh' it was a low deck with 12" brakes too so lots of room to work...

Been doing suspension bushings lately. The threaded steel on steel bushings are interesting... Weld them in and they have a nice "clunk clunk" brand new. I wonder if they make any noise going down the road?

Last two weeks: 72 hours

WQ2014

Lift gate wouldn't descend fast enough for the guy... Of course the oem is long gone so I had to call the people that bought them out and get a troubleshooting guide emailed to me (It's not available to the public on the internet). Go figure.

After dropping the tank out to check out the screen and make sure it wasn't something stupid like cold hydraulic fluid I got out my 50ft lead set and went to town with my meter. The + battery cable to the motor had a 3.7v drop and the - cable from the frame to the motor had a 1.8v drop... Also found a 100 amp breaker in place of a 150 that trips constantly. That's no good however the motor isn't run during the drop cycle and it lifts fine so after hooking up the jump pack to eliminate the voltage drop from my troubleshooting I carried on.

Slide the gate all the way back and presto! Absolutely everything quit working... I can already tell this is going to be a nightmare. After resetting the circuit board I was able to get back to the original problem.

After working through the troubleshooting guide I determined it was an absolutely worthless pos written by engineers. Tossed it and continued... Release solenoids on the lift cylinders function flawlessly. According to the schematic they are returned directly to the tank. I determined that was b.s. after hearing a valve clicking at the pump. When the valve clicked with the switch the gate dropped like a rock. When it didn't (This is intermittent) the gate took easily 2 minutes to drop completely. The valve redirects the flow into the tank instead of though the pump. When it doesn't work all the oil tries to flow backwards through the pump into the tank and takes as long as a snail high on weed.

Either the valve is sticking or the circuit board isn't commanding it to function. Whatever the case it's night shift's problem now.

I spent some time yesterday putting a GPS tracker in a PacLease truck. Nice change from doing brakes and services to electrical work!

Week: 32