What did the commercial pilot think of it all? He was our main target in this exercise as it was him we needed to convince of the fact that today's truck drivers not only need to be highly skilled in driving both modern and older trucks but also deserve more recognition than they are currently given. We needed to convince him that pilots aren't the only guys who require a huge amount of skill to 'pilot' their craft - so too do truck drivers. Starting from the point of having absolutely no knowledge of trucking at all, what were his impressions after driving the interlink combination on the tortuous ride and drive course at Gerotek and then trying his hand at tight parking and reverse manoeuvres on the skid pan, manoeuvres that emulate what drivers face every day. Here it is, in his words. Over to commercial pilot, Johan 'Brandie' Branders.
This report is written from a novices' perspective with absolutely no prejudice or any
"up-front" information or briefing. Having been around aviation for 30 years and given instruction for 25 years, this really was going to be a unique experience. My other field of interest for the last 18 years is the Human Factor element in aviation accidents and incidents.
According to the experts, automation supposedly eases the work load. That most certainly is true if you have an understanding of what the automation is doing and what mode of operation is required. Sometimes, however, you need to "get rid" of the automation because of certain time or aerodynamic constraints and turn it into a "normal" aircraft again. In my book, automation does only two things: for you and to you!
The vehicle I was about to encounter was the latest, hottest and best thing that MAN trucks has to offer in South Africa - 58 tons of it, I was told. MAN that is heavy! Bear in mind that my only previous experience with any sort of towing and a load was a Volkswagen Chico with a Venter trailer. This was going to be extremely interesting. It was a case of "first time ever, up close and personal". Here then the report from the flight deck perspective.
First impressions
As we approached the vehicle, my first impression was: "This thing really is big." Riding on the highway next to one of these rigs, one certainly gets the impression of size but standing next to it for the first time really makes you feel dwarfed.
Getting into the truck on the passenger side and expecting to sit "next" to the driver took on a new meaning. Being used to a normal sedan or flight deck where the driver/other pilot is very close, the driver of this truck seems to be "in the car next door" or possibly flying in a loose formation. The cab is roomy and the view is very good in all directions.
After having been briefed on the basics, my instructor, George Killian, started the truck and we were under way. I was amazed at the ease with which we seemed to get moving after having been told that the total weight was 58 tons. Talk about maximum all up weight!!
The test track used was very technical with many steep up and downhills and sharp turns. Sometimes it seemed as if the truck was struggling on the uphill but then I was reminded about the weight. Downhill also seemed agonizingly slow and from a novices' perspective, the instructor seemed a little too cautious - but remember the WEIGHT!!
While all this was happening, I was getting as much information as I could about using the combination of the various gears in auto and manual as well as the retarder and its various levels of "retardation". I also learned about tip-tronic, having misheard it initially as trip-tonic - something to drink before you get on your way? All too soon we were back at the starting point and now it was my turn!
A new perspective
Getting behind the steering wheel was easy. Setting up the seat was my first technical challenge but once set up properly, it provides for a very comfortable working environment. Make sure all the mirrors are set up correctly as well because you have a real big piece of metal stuck behind you. Unlike an aircraft, this is not going to stay in a straight line once you start negotiating the tight turns and you need to be aware of what is happening twenty plus meters behind you.
Pulling away was no effort and with the first section being slightly downhill, the truck picked up speed quite quickly - remember the WEIGHT!! The power steering was absolutely superb and the turns were far easier than I expected - even with the trailing link.
The challenge really started with the first steep uphill. Using the gearbox in its various modes provided an interesting ride. It was found, as in an aircraft, that the automation cannot always think far enough ahead. On the uphill and downhill, it seemed to start shifting early when manual was actually the better mode of operation. I learned very quickly that it doesn't matter where you are - it does matter where the load is in relation to the up or downhill.
Using the retarder was also a new experience - a very handy braking aid I might add. The real challenge here was to keep my foot away from the accelerator. George's speed around the track - which I thought was pretty slow when I was in the passenger seat - seemed like Alonso racing in Barcelona compared to what I was comfortable with.
All too soon though, due to the excellent instruction and good equipment, I started gaining confidence. Once again, as with an aircraft, over confidence can set in very quickly and I can understand how a driver can get sucked in to believe he is invincible. That might be his perception however untrue, but the others drivers in their cars are not.
I also found that having the gearbox and retarder levers in very close proximity and not used to the lay-out, caused me to look down to ensure I was manipulating the correct lever. This, in my mind, could, during high workload or emergency situations, cause a dangerous situation.
In order to fly an aircraft properly you need to feel, hear and experience the motion. I was constantly reminded by George not to overrev the engine. When I looked at the rev counter, I was between 100 and 300 revolutions above where he proposed it should be at the time. Because of the lack of experience I could not "hear" what the engine was doing. The apparent abundance of power can be misleading and a novice driver could very easily cause serious damage. Something again about invulnerability and macho mode - the Human Factor comes into play.
Getting used to the down-facing mirror, in fact all the mirrors on the left, was something else again. Remember to look "over there". The mirrors are not close to you and the perspective of the down-facing and wide angle combined gives very good overall situational awareness - if used timeously. No use looking at what you have destroyed, prevent the damage!
Although it needs to be remembered that this was a heavy load on a very challenging track, I can just imagine what effect a "no-load-straight-line-home" syndrome can do to you. It is like flying without passengers - play time!! The poor judgement chain does not only start with difficult situations, sometimes you invite it right in by your own overconfidence.
Parking - a new experience
Having battled to reverse with the Venter-trailer, getting this rig going backwards in a straight line was going to be challenging enough. On top of that, however, I was now also expected to turn into a 4-metre spacing at a ninety degree angle. After three attempts, at least I was in a situation/position to pull forward to continue out of the "trap".
In my mind the biggest challenge reversing with the trailing link is to know exactly where the pivot points are and to have good situational awareness with respect to the length of the trailers. Not being of equal length, it provided for a lot of fun. As ever before though, it could become a real challenge and cause lots of frustration and anger in a traffic situation. Training is a must here.
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| "I shall be eternally grateful that I always park the aircraft moving forward." |
Training requirement
In aviation, training and assessment is essential to ensure a safe sky out there for you and me. After having had first-hand experience with the latest truck technology, I am of the opinion that professional training is essential in order to manipulate these vehicles safely. That would hold true not only for the use of automation but most certainly also for instilling a code of conduct. Recurrent training is done once per annum in general aviation and twice a year in the airlines. I feel it is essential to do some sort of recurrency training for truck drivers as well.
Discipline is essential when flying and experience cannot be bought for any price. Our current situation world-wide sees an unfortunate decline in discipline in all sectors. As I described earlier, I can understand how, driving one of these vehicles, it can cause a feeling of "untouchable" and "total control" that can mislead you into an error chain of events. Just the difference between driving at 80 and 100 kph can cause mayhem.
Once again, as in aviation, sometimes the less experienced get forced into situations which more senior people will not tolerate. The education should start at the top - read management/government - and filter down to the most junior person. It is a way of living, or dying.
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"I am of the opinion that professional training is essential in order to manipulate these vehicles safely." |
New versus old generation
Although the new generation technology is very good - and safe - when used within its design parameters, let us spare a thought for the operators still using old and sometimes dilapidated equipment. That will still be with us for a long time to come. Education is essential in that arena as well. We so often get trapped with new technology and as a result of our obsession with development, we forget the basics that still need to be learned by people entering our environment.
Unfortunately, it is also true that in many cases the least experienced operators get to work with the old equipment before they get entrusted with the more expensive new equipment. That, in itself, is a challenge where the equipment gets used beyond its design criteria or life span. Once entrusted with the new equipment they "explore the envelope". Enter the syndrome: "I have been told that this can do the following ...."
Summary
There are so many parallels between the various disciplines and so often we forget the one most common element of them all - The Human Factor. Human Factors cause up to 80% of aviation accidents and incidents. I do believe that holds true for most other industries as well. Let us start where it matters most.
In conclusion I would like to thank all the people who made the day possible. It was a great experience and also humbling to be with an enthused and passionate group of people. I would particularly like to thank George for the very professional and patient way he gave instruction. He was always ready with a word encouragement and yet to the point. We need people like Patrick O'Leary - a man with a vision and a passion supported by people who believe in what they are doing.
I honestly hope that this was only the first small step on a long lasting journey in the effort to elevate the status and professionalism of truck drivers in South Africa. I certainly came away with a new level of respect for the men who drive the 'chariots of our roads'.
In closing I need to add that after having been through the parking exercise with the trailing link, I shall be eternally grateful that I always park the aircraft moving forward.
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PUBLISHER of
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