Review Questions - Click On The Picture To Begin...
These Questions Are From The Illinois CDL Manual
- Speed up to increase the distance between yourself and the vehicle behind you
- None of these answers are correct
- Flash your brake lights to communicate you want the vehicle behind you to open their following distance
- Make a quick lane change
Quote From Page 32 Of The CDL Manual:
If you are being tailgated, do the following to reduce the chances of an accident: Avoid quick changes. If you have to slow down or turn, signal early and reduce speed very gradually. Increase your following distance. Opening up room in front of you will help you avoid having to make sudden speed or direction changes. It also makes it easier for the tailgater to get around you. Do not speed up. It is safer to be tailgated at a low speed than a high speed. Avoid tricks. Do not turn on your taillights or flash your brake lights. Follow the suggestions above.
- Class 2 materials only
- Road flares should never be used around placarded HAZMAT trucks
- Class 3 materials only
- Class 1 materials only
Quote From Page 101 Of The CDL Manual:
No Flares You may break down and have to use stopped vehicle signals. Use reflective triangles or red electric lights. Never use burning signals, such as flares or fuses, around:
- A tank used for Class 3 (flammable liquids) or Division 2.1 (flammable gas) whether loaded or empty.
- A vehicle loaded with Division 1.1, 1.2, or 1.3 (Class A or B) explosives.
How many on duty hours are remaining after the following has been logged (use a scratch sheet of paper if you need to):
- On duty/not driving: 3 hours
- Driving: 4 hours
- Sleeper berth: 8 hours
- Driving: 7 hours
- Off duty: 2 hours
- There is no time remaining on the drivers 11 or 14 hour clocks
- 14 hour clock: 7 hours
11 hour clock: 6 hours
- 14 hour clock: 5 hours
11 hour clock: 4 hours
- Both the 11 and 14 hour limits have reset so all hours are now available
Quote From Page 0 Of The CDL Manual:
Example of the split sleeper berth rule:
After taking 10 consecutive hours off duty, You start to work at 7:00 a.m. At 10:00 a.m., you begin driving and at 2:00 p.m. you spend 8 hours in your sleeper berth before resuming driving again at 10:00 p.m. At 10:00 p.m. Those 8 hours in the sleeper berth do not count as part of the 14 hour limit.
This means that you only used 7 of your 14 hours so far, and your 14 hour limit gets extended from 9:00 p.m. that evening to 5:00 a.m. the next morning. Your driving limit is still 11 hours and so far you have only driven 4 hours. That means you have 7 hours of driving time still available, allowing you to drive from 10:00 p.m. until 5:00 a.m.
At 5:00 a.m. you take your second rest period, going off duty for 2 hours. That brings you to 7:00 a.m.
Since you met the regulation of getting the equivalent of 10 hours off duty in two periods, you now have a new calculation point for figuring your 11 and 14 hours. Your new calculation point is at the end of the first rest period, which was at 10:00 p.m. Your new 14 hour period begins at 10:00 p.m. and ends 14 hours later, at noon the following day. During that new 14 hour period you are allowed 11 hours of driving.
From 10:00 p.m. to 7:00 a.m. you used-up 9 of the 14 duty-period hours and 7 of the 11 hours of driving time. Therefore you now have 5 hours of duty time available during which you are allowed to drive 4 hours.
Because your 14 hour duty period ends at 12:00 noon that day, before you can drive a CMV again after 12:00 noon, you must have another rest period in the sleeper berth of at least 8 consecutive hours (if you are using the sleeper-berth exception). After that you must again recalculate how many hours you will have available. Your new calculation point will be the end of the 2-hour off duty period you took earlier (7:00 a.m.).
This example can be pretty confusing. Go back to page 95 for the full write up and explanation if you're still confused. It's very important to have a good understanding of the split sleeper berth provision.
- 5,000 lbs
- 2,268 lbs
- 10,000 lbs
- 50% of the weight of the cargo
Quote From Page 10 Of The CDL Manual:
- Restrain cargo using a minimum of four tiedowns, each having a WLL of at least 2,268 kg (5,000 lb.).
- None of these are correct
- 20,000 pounds
- 12,000 pounds
- 14,000 pounds
Quote From Page 0 Of The CDL Manual:
We have to find the most restrictive law to determine our maximum weight.
California allows up to 20,000 pounds on the steer axle
There is no requirement based upon tread width in California, so the width of your steer tires is irrelevant for this example
Your steer tires have a maximum load rating of 7,000 pounds each, which would therefore limit your legal steer axle weight to 14,000 pounds. This is the most restrictive of the laws, so 14,000 pounds is your legal weight limit in this case.
- Be sure you're not blocking any road signs
- Keep the right turn signal activated
- Place the truck into a low gear before releasing the clutch
- Set the trailer brakes only
Quote From Page 129 Of The CDL Manual:
- Vehicle must be parallel to the curb or shoulder of the road and safely out of the traffic flow.
- Vehicle should not be blocking driveways, fire hydrants, intersections, signs, etc.
- Cancel the turn signal.
- Activate the four-way emergency flashers.
- Apply the parking brake.
- Move the gear shift to neutral or park.
- Remove your feet from the brake and clutch pedals.
- In about 2 to 3 minutes
- It can take 5 minutes or longer
- In about 1 to 2 minutes
- Within seconds
Quote From Page 16 Of The CDL Manual:
Oil pressure – Should come up to normal within seconds after engine is started.
- The cap is tight
- There are no leaks from the tanks or the lines
- The tank is properly mounted and secure
- All of these answers are correct
Quote From Page 119 Of The CDL Manual:
Fuel tank(s): Check that the tank(s) is secure, cap(s) is tight, and that there are no leaks from tank(s) or lines.
When checking the fuel tank, tell the examiner:
"The tank must be properly mounted and secure, the cap must be on tight and not leaking, and there are should be no leaks under the tank."
- Bulkheads are only used in gas tankers and baffles are only used in liquid tankers
- Baffles are solid barriers in a tanks while bulkheads are barriers with holes in them, allowing liquid to flow through
- Bulkheads are solid barriers in a tank while baffles are barriers with holes in them, allowing liquid to flow through
- Bulkheads are only allowed in food-grade tankers where baffles can be installed in any type of tanker
Quote From Page 84 Of The CDL Manual:
Bulkheads: Some liquid tanks are divided into several smaller tanks by bulkheads. When loading and unloading the smaller tanks, the driver must pay attention to weight distribution. Do not put too much weight on the front or rear of the vehicle.
Baffled tanks: Baffled liquid tanks have bulkheads in them with holes that let the liquid flow through. The baffles help to control the forward and backward liquid surge. Side-to-side surge can still occur. This can cause a roll over.
- The first system is called the Parent System and the other is called the Child System
- The first system is called the Primary System and the other is called the Secondary System
- The first system is called the Main System and the other is called the Backup System
- The first system is known as System One and the other is called System Two
Quote From Page 65 Of The CDL Manual:
Most newer heavy-duty vehicles use dual air brake systems for safety. A dual air brake system has two separate air brake systems that use a single set of brake controls. Each system has its own air tanks, hoses, lines, etc. One system typically operates the regular brakes on the rear axle or axles. The other system operates the regular brakes on the front axle and possibly one rear axle. Both systems supply air to the trailer if there is one. The first system is called the "primary" system. The other is called the "secondary" system.