Fire apparatus tires are some of the most important safety components of the vehicle, yet they are often the most neglected.
By now, it should be no surprise that a tight turn, even at a low speed, can generate enough lateral g-force to roll an apparatus onto its side. To understand this concept better, let’s examine two scenarios.
I do not use case studies to attack, ridicule, or otherwise demean anyone who may have been involved in an actual incident. Instead, I am simply trying to demonstrate the concepts and theories that we have been discussing over the past few months in a real-life environment.
To understand how curve advisory speeds are calculated, we need to understand several issues related to road design. Keep in mind that this article is not meant to be an engineering class. Instead, we will touch on a few keys points and discuss curve advisory speeds in simple terms.
The Weis family and fire equipment sales under various monikers have been a Salina, Kansas, mainstay for almost 60 years.
While most of these procedures are justified and useful, some are not. What is common among many of them is the fact that no one knows where they came from. The only background or justification for such a rule is the fact that “an old guy told me to.”
On a slick road, the tires on the fire apparatus may break traction and start to slide before enough lateral g-force is created to cause the vehicle to roll over.
As long as the combined g-force does not exceed the available grip of the road, the vehicle will hold its grip on the road.
By proactively addressing the issue, you can avoid Simulator Adaptation Syndrome, leading to maximum utilization of valuable driving simulator training time.