Profile For Davy A.

Bummer. As PJ said, there are a lot of dynamics in the real world. A great many of us may not do a pre and post trip exactly by the book, but we have our routines that we do. Just as PJ, coming back from hometime, I do a very thorough pre trip. I also, do a solid post trip and make a list of anything I want to get while I'm out.

Your recent experience highlights why we suggest going OTR to start at one of the larger companies that train. You get the time to develop habits and experience the real world in manageable chunks. They are also far more tolerant of hiccups and mistakes.

The road to hell is paved with good intentions. The crash mitigation systems, acc and lane tools are extremely unsafe.

At Knight, Their safety depth chose to leave the units maxed out on sensitivity and braking. I've had numerous instances where the vehicle unexpectedly and for no valid threat, applied full braking and exhaust braking on snow, rain, in turns and in traffic resulting in complete loss of control of the vehicle and numerous slides. In addition, when deployed it subjects the driver to unexpected forces slamming them forward with several gs of force resultingin chronic joint pain, whiplash, ptsd from auditory and visual alarms accompanying trauma. It's very akin to being rear ended multiple times a day, sometimes per hour randomly.

It's good grounds for litigation as it's caused many drivers significant harm, pain and suffering.

It's one more instance of people whom have no idea, can not even begin to conceive of what professional drivers must do to operate our vehicles yet make policy and items for the trucks that ultimately only success is making the drivers life hell. I spent most of my days trying to drive despite the "safety" measures of the truck. In fact, it was so onerous to me that it was a primary factor in my decision to go with my present company that allows us to turn off the insidious pieces of fertilizer.

Also, inevitably, most companies simply resort to attaching pay to the devices and use them to lower wages to the drivers as a whole.

Hopefully the op can begin to understand just how many loathe these things. The best thing you can do is actually concentrate on enforcement of FMCSA policies regarding immigration status and the mandate that CDL holders MUST be able to communicate and understand English.

The KW t680s depending on the year, have autostart, using the thermostat in the sleeper, set to auto, with ac on, it will virtually run all night.

23 and later next gens t680s have a high idle switch that will over ride the 5 min idle restrictions. It's done by turning on the cruise, then hitting the accel button on the wheel.

If it's an older one, simply invest in a box of hand warmers, tape two to the sensor on the bottom of the drivers mirror and place a beanie over it, good for 10 hours of idling.

I idled my truck 24/7 at Knight if I chose to.

Part of being a driver is improvising, overcoming and adapting. Most carriers treat repairs like triage and interior comfort is the last on the priority list. It is what it is. You learn to accept it and get on with life. Things like curtains breaking, ac not working are not going to get attention.

As was said, communication would have alleviated any issues. Those it can't, learn to solve yourself.

I know when I started, I was looking for a hard and fast rule, a fixed point to objectively know when to shut down for winds. I think most beginning drivers look for that. It's natural to want something fixed and constant in a dynamic ever changing environment.

It felt at the time that old timers would simply offer cryptic advise like an old temple leader: "Young grasshopper, you will know when to shut down when you feel it's time to shut down because a person is the master of their own clenched sphincter" or something akin to that.

And to be fair, it's a fairly subjective choice, we all must choose our comfort level and make our best guess as to what the best practices for safety are. But even in that, there are objective data and model based decisions that can and should be made.

I'm not telling anyone where they should or shouldn't shutdown at, just what my general guidelines are.

To understand the choices I make, it's beneficial to understand the data that leads to the choice.

1. Constant wind speed/gust speed relationship the higher the constant, the more likely the gust speed is to be sustained and increase in speed.

2. Straight line vs cyclonic vs variable winds. Straight line winds are very volatile and can gust significantly higher than anticipated. Variable winds can change instantly in speed, duration, intensity and direction. Cyclonic involve rotational forces, and you can see the direction change over time.

3. Direction of winds. It's no guarantee but the problem areas of known high winds are historically crosswinds to the road surface. Obviously, wind direction has a lot to do with it.

I use Ventuski and Windyapp for model based forecasts. There are several different models for forecasting. For short range I use the NOAA based High Resolution Rapid Refresh. It's 3 km hourly Refresh model. For linger range plans I use GSF and the other as well as NAM. Both apps have it, as well as automatic model choice and comparison mode.

I also use Driveweather to predict wind speeds along my routes at the given times I'll be there, also NOAA based.

In general, with anything under 15k in the box, I don't like to drive above gust speeds of 30 to 35 mph, irrelevant of constant speed. 15k to 20k I'll ride it at 35 to 45 mph. If I absolutely need to.

It's uncomfortable, stressful and while you probably won't tip over, your chances of evading possible accidents decrease and you possibilities of encountering hazards increases. Also the stress causes production of cortisol in your body which causes fat storage and increased fat retention in addition to a host of other health issues.

30 to 35 is well below several studies which show empty 53' vans seem to tip over around the 60 mph gust speed.it allows some headroom. There are of course variables. Many to consider like geographic conditions, cars on the road, road type, weather, etc. I've ran empties in 40 to 50 mph gusts at times, it's was a very unpleasant experience. Again, that's my choice, I don't feel like rolling miles along at a reduced speed stressing and pushing luck to the edge, especially when my company would rather I take their 200k asset and stay safe with it.

Couple of screenshots of windy app and Ventuski and Driveweather

Pianoman summed it up nicely. In addition, after the 160 to 180 hours of training, you have a cdl, but no experience. It takes a couple years to become efficient and effective. Most drivers crash out, or quit due to basic work ethic deficiencies, things like persistence, communication, common sense.

Construction and trucking share many things in common. Both are performance driven. Most Construction is also piecework pay. You get paid based on how much you do. In trucking, the bulk of it pays you by the mile or by the load.

If you think Construction is a bunch of hourly paid employees sitting around, you'll be in for a rude awakening. It's cut throat, very militaristic and brutally fast paced. If it was only about the money, I'd still be in construction.

Trucking shares the performance dictates your pay, it also shares that you need to have a strong work ethic, basic common sense and both are very ego deflating.

Most of the drivers on this forum are top tier drivers, many make 6 figures doing this because as was said, we love doing it.

So yes and no, its both false and true at the same time. It's the same for construction by the way. If you are intelligent and motivated, you can learn a trade quickly and within a couple years be in the 80 to 100k bracket, most wash out after a few weeks though. It's too hard and too demanding for them. In order to make that kind of money though, your going to make sacrifices for it.

FMCSA and DOT are both very clear on it. In order to hold a CDL, the applicant must be able to read and understand English. They also must have had a valid class C license for a period of one year. They also must have and legal immigration status.

If they are unable to understand English instructions, signage and communication, they are not eligible.

There's a substantial difference between hard workers and skilled workers.

Read that the driver was an illegal alien. The intoxicated charge was drugs.

Hopefully with the new leadership in Washington, we'll see fmcsa and dot start to enforce the immigration status and English communications policies and laws. There was a blitz on exactly those at scales and ports of entry rumored to be in the works.

I did a hair over 80 my first year as well OTR regional. I have very little interest in doing local.

I have a stock uniden bearcat 880 SSB. Stock Kenworth firesticks. Works fine. I never get much traffic on the single side band. Has built in noaa radio, though I usually use tge trucks on board weather radio. I have a standard 880 and there was a cobra29 in the truck when I got it.

One of these days I'll probably have walcot radio tune it, I usually run through iowa80 a few times a month, since my company is out of cedar rapids

Ventuski app. Hands down the best winds and weather app available.

Windy App. Driveweather app, absolutely a must have. Shows weather, winds, warnings etc along routes, totally customizable, including stops, average speed, etc. All nws based.

Willyweather app and web services.

Weatherisa.

Noaa weather radio streaming app.