Joseph Cummings

I always stayed within 100ish air miles. So I never worried about fuel efficiency in high gear. Fuel efficiency wasn't ever going to make or break me. I never wanted to sleep in a sleeper and have to compete with OTR guys.

I can't remember if that was an RTO9515, or an RT9515. But I do know the exporters were hot for them back in the day.

Trying to remember what I had in the diamond reo with the cummins. It was the 900 fp rated 15 speed with the deep reduction on the dash. Normally you drove it like a 10 speed

You are thinking of that other one the TRXL1070 or 71, something like that. Mine is dirrect, 11r24.5, turning about 2400 rpm no load (I Think). 2400 is usually where I set high idle

My R model with the trxl107 and 464 rears is a 70ish MPH truck

Oh yeah no problem with that, I just see lots of these conversions where they just put an aftermarket filter on the tip turbo and ignore the ducting

I wouldn't want to drop that cast iron downdraft zenith on my toe lol

The thing is the tip turbo needs cold air, not hot under hood air. If the single disk held up behind your Maxidyne pulling what you are pulling, It'd probably be fine behind that Thermodyne, Unless someone put the fuel to it so it'd pull down low so they could use the TRL107 five speed. Then it may or may not be a problem. I can tell you I've had Maxidynes opened up all the way with the APE or PLM pumps pumping as much as their little 11 millimeter plungers could pump, and never had a problem with the dual disk TRL107 based transmissions breaking. Pyrometer readings a little hot was more of a problem than drivetrain. That and the roller cam followers in the PLM pumps not holding up to all the stress. At least the early PLM

Turn that aux transmission around and you had an easy triple digit truck if you had the power. Just don't let it idle with the main in gear and the aux in neutral. They didn't oil

That engine was never coupled to a 5 speed from Mack. It's not a Maxidyne high torque rise engine. It was always coupled to something 9 or more speeds. If your triplex is a 2 inch input shaft and a dual disk clutch I wouldn't worry about it

We used to have a guy who came around with cylinder kits. Genuine Mack, 50 bucks each cash. But no oversizes. I think at the time they were 125 at the dealer. He'd have like enough for 10 or 20 engines in the back of his pickup. Then there was this operation. I knew all these guys. It started with this guy we called Numb Nuts selling 900-20 tires and batteries out of the back of his pickup in like 1975. There was no way this was not known all the way up to at least the school board. 20 Arrested in $1.5M Bensalem Conspiracy Probe The former Bensalem School District business administrator is arrested in connection with a massive conspiracy investigation involving thefts from the district. A year-long corruption investigation culminated in the arrest of 20 people associated with the theft of more than $1.5 million from the Bensalem School District, police announced Tuesday morning. Bensalem investigators made the arrests after they launched two separate investigations into alleged misdoings involving district staff. One investigation focused on “ghost employees,” the other on theft and illegal distribution of vehicles and related parts, township Public Safety Director Fred Harran said. District Attorney David Heckler and Harran both said the investigation is not finished and more arrests are possible. https://patch.com/pennsylvania/bensalem/20-arrested-in-1-5-million-bensalem-conspiracy-cases

I think my fastest was about 5 hours. No stuck bolts in the mounts. I'm talking R U DM Mack. F model or something much faster. Other makes without mounts on the trans, much faster. I used to keep a spline saver clutch in stock for those midnight clutch replacements. Can use the spline saver if the spline is worn or good. Hell, I used to do an inchassis on a ENDT675 or 676 in a day if I already had a set of heads done. Most times I did have a set of heads done, nozzles with new tips, and connecting rods with new bushings. Did that stuff when things were slow. Keep in mind I'm talking about no crank damage, no fitting oversized liners etc Now at almost 64, yeah good luck. I've got torn tendons in my leg.. I can't even stand up on a frame rail. Two years ago I was climbing down off of a machine and the last step down was like 2 feet. My foot caught the base of a pump and I felt a pop,,,,,,,,,,,,,,,,,,,,,,,,

I had a 3406E Cat that always had an antifreeze smell for like 6 months. Turned out to be a liner leaking into the pan. Never turned the oil milky, and I don't even remember having to add a lot of coolant so it doesn't seem to take much to make a smell. I had an oil analysis done and it came back as coolant in the oil. I dropped the pan and found it

NP, lots of steps get skipped in the real world. Bell housings only get dial indicated when they are replaced with a new or used one. I can just imagine if I would have shut a truck down over a couple thousands wear on the bell housing. Intermediate plate is used to align the lugs, no special alignment tool. and most times the lugs don't get removed unless you are resurfacing the flywheel. Most times when I was doing a clutch, it was an overnight deal with the truck having to work in the morning

Just be happy we aren't dealing with a Mack CL50 with the clutch brake on the countershaft and the adjustment shims

It might be. I couldn't see it too good in the vid

That's the tool for the old production (Pre 1990ish). That pressure plate has a notched ring, and a little fork held in by a 3/8" 18 thread bolt for a lock

The clutch brake adjustment is done right here

Should be an adjustment on the arm where it goes onto the shaft, it'll have a square headed bolt with a lock nut. There is also a bolt coming in from the side that you have to loosen to do the adjustment. Your clutch petal shouldn't go to the floor. The bearing should hit the clutch brake with the petal something like 1/2 inch from the floor. You do that adjustment first. Then you check your free play at the top. The top free play is adjusted by turning the ring inside the pressure plate. You have a "Spicer 14 inch Angle Spring" Pressure plate. How you adjust the ring depends on if it is early or late production. First pic is early, second is late

To do it right, you set the clutch brake adjustment with the linkage/cable/ at the arm first, then adjust the ring. That way the geometry for everything is right. Looking at the video, I have a feeling the clutch was slipping and someone tried to adjust it by putting more play in the linkage instead of turning the ring. To me the throw out bearing looks kinda close to the pressure plate

Chief Warrant Officer Andrew Eaves and Ryan O'Hara Still no info on the woman This was supposed to be a "Continuity of Government" training. For like when the nukes are on their way and the big shots go hide in bunkers while the rest of us have to fight off the zombies

Even a primary student pilot is taught this from like the beginning. They spend like half their time flying the pattern and doing takeoffs and landings. A big airport like that, everyone knows the pattern and what altitude you should be, at every point. A big airport like that there is no guesswork on landing, even back in the day you had a lighted visual glide slope to follow called a "VASI" Red over red, you're dead;(Too Low) Red over white, you're alright;(On The Slope) White over white, fly all night(Too High) An approach slope is the path that an aircraft follows on its final approach to land on a runway. It is ideally a gentle downward slope. A commonly used approach slope is 3° from the horizontal. However, some airports have a steeper approach slope because of topography, buildings, or other considerations. London City Airport, for example, has a 5.5° approach slope; only aircraft that can maintain such an approach slope are allowed to use the airport.[4] In the United Kingdom, any approach of 4.5° or greater is defined as steep and requires special approval.[5] Steeper approaches require a longer laYnding distance, which reduces runway throughput at busy airports, and requires longer taxi distances. Airports such as Heathrow and London Luton are trialling slightly steeper approaches (3.2°) to reduce noise, by keeping the aircraft higher for longer and reducing engine power required during descent.[6][7] United States TERPS (Terminal Instrument Procedures) specifies maximum glidepath angles/vertical descent angles for each aircraft approach category.[8]

""" 14 CFR § 91.113 - Right-of-way rules: Except water operations. CFR prev | next § 91.113 Right-of-way rules: Except water operations. Link to an amendment published at 89 FR 92485, Nov. 21, 2024. (a) Inapplicability. This section does not apply to the operation of an aircraft on water. (b) General. When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft. When a rule of this section gives another aircraft the right-of-way, the pilot shall give way to that aircraft and may not pass over, under, or ahead of it unless well clear. (c) In distress. An aircraft in distress has the right-of-way over all other air traffic. (d) Converging. When aircraft of the same category are converging at approximately the same altitude (except head-on, or nearly so), the aircraft to the other's right has the right-of-way. If the aircraft are of different categories— (1) A balloon has the right-of-way over any other category of aircraft; (2) A glider has the right-of-way over an airship, powered parachute, weight-shift-control aircraft, airplane, or rotorcraft. (3) An airship has the right-of-way over a powered parachute, weight-shift-control aircraft, airplane, or rotorcraft. However, an aircraft towing or refueling other aircraft has the right-of-way over all other engine-driven aircraft. (e) Approaching head-on. When aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter course to the right. (f) Overtaking. Each aircraft that is being overtaken has the right-of-way and each pilot of an overtaking aircraft shall alter course to the right to pass well clear. (g) Landing. Aircraft, while on final approach to land or while landing, have the right-of-way over other aircraft in flight or operating on the surface, except that they shall not take advantage of this rule to force an aircraft off the runway surface which has already landed and is attempting to make way for an aircraft on final approach. When two or more aircraft are approaching an airport for the purpose of landing, the aircraft at the lower altitude has the right-of-way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land or to overtake that aircraft. [Doc. No. 18334, 54 FR 34294, Aug. 18, 1989, as amended by Amdt. 91-282, 69 FR 44880, July 27, 2004]"""""