TESDA Driving NC III key terms

Short briefing held with the driving team before a trip or shift to review the route, load, hazards, assigned tasks and safety reminders. It lets the leader confirm each member understands instructions before work starts.

Agreed rules for speaking over radio during operations: identify yourself, state the message briefly, confirm receipt and repeat critical instructions. It prevents confusion when giving directions during coupling, backing or emergency situations.

Written, step-by-step instruction describing how a routine task must be performed, such as coupling a trailer or securing cargo. It gives the team one accepted method so results stay consistent and safe.

Process of spotting conditions that could cause harm - slippery road, shifted load, low air pressure - and judging how likely and how serious the harm is, so controls can be applied before the trip starts.

Working out liters used per kilometer or kilometers per liter from distance travelled and fuel loaded. Used to compare driver performance, detect mechanical problems and estimate fuel needed for a planned route.

Using the relationship distance equals speed multiplied by time to plan arrival, check average speed and set safe following gaps. Conversions between kilometers per hour and meters per second are often needed.

Rule that decides which road user may move first when paths cross, set by signs, signals, markings and, where none exist, by standard priority rules. Failing to yield is a common cause of collisions.

Gap kept behind the vehicle ahead, measured in seconds by counting as that vehicle passes a fixed point. Four seconds or more is recommended for heavy articulated units, and more in rain, dark or poor visibility.

Driving style that assumes other road users may make mistakes: scanning far ahead, keeping escape space, controlling speed and avoiding sudden moves. It reduces the chance of being caught in someone else's accident.

Systematic check of the tractor and trailer before departure covering brakes, tires, lights, couplings, fluids, load and documents. Defects found are corrected or reported before the vehicle is moved.

Heavy-duty horseshoe-shaped plate on the tractor that locks onto the trailer kingpin, joining the two units and allowing them to pivot. Its jaws, mounting and lubrication must be checked during coupling.

Vertical steel pin under the trailer that the fifth wheel jaws grip. It carries part of the trailer weight and forms the pivot point; a worn or cracked kingpin means the trailer must not be used.

Couplers on the tractor and trailer air lines that join the service and emergency brake circuits. They must be sealed, locked and free of leaks; crossed connections cause brake failure when the unit separates.

Retractable support legs under the trailer front that hold it level when uncoupled. They must be fully raised and pinned before moving; hitting an obstruction with lowered legs damages them and can drop the trailer.

After coupling, the driver applies the trailer brakes and gently pulls the tractor forward to confirm the fifth wheel jaws are locked and will not release. It is done twice, in forward and reverse.

Checking that the compressor raises tank pressure to the governed level within a set time, then that pressure holds with the engine off and brakes applied. It reveals leaks or a weak compressor before the trip.

Wedge placed against a wheel to stop a vehicle rolling. Used whenever a unit is parked on a slope, during coupling, and while loading or unloading on an incline.

Loss of control where the tractor and trailer fold against each other at an acute angle, usually after locked wheels or excessive braking on a slippery surface. Recovery needs release of brakes and steering into the skid.

Tendency of a trailer's rear wheels to follow a smaller radius than the tractor front wheels, so the trailer cuts the corner. It affects turning, lane changes and clearance from curbs and other vehicles.

Area around the vehicle the driver cannot see directly or through mirrors, especially along the right side and directly behind the trailer. Mirrors, shoulder checks and spotter guidance reduce the risk.

Loss of tire contact with the road because water builds under the tread faster than it can escape. Steering and braking stop responding; easing off the accelerator and holding the wheel straight allows grip to return.

Thin, transparent ice film on the road that looks like wet pavement. It forms most often on bridges, shaded areas and early morning, and gives almost no warning before grip is lost.

Device that uses engine compression or a hydraulic or electric retarder to slow the vehicle without the service brakes. It limits brake heating on long descents, but must be switched off on slippery surfaces.

Loss of braking force when drums or discs overheat through repeated or prolonged use. The pedal feels normal but stopping distance grows; the cure is slowing early, using a lower gear and letting the brakes cool.

Point about which the trailer turns relative to the tractor, located at the kingpin. Knowing where it sits helps the driver judge swept path and how much the trailer rear will swing out.

Lever on the brake chamber that converts pushrod stroke into rotation of the brake camshaft. Its adjustment sets running clearance; excessive pushrod travel means the brakes are out of adjustment.

Valve that closes the tractor's air supply to the trailer lines if pressure drops or the lines break away, keeping enough air in the tractor to stop it. It is checked together with the trailer brake test.

Depth of grooves remaining on a tire, measured with a gauge. Shallow tread worsens grip and water dispersion; tires below the legal minimum, or with cuts and bulges, must be replaced.

Inspection of engine oil, coolant, brake and clutch fluid, power steering fluid and washer water against marked levels, done with the vehicle level and engine off. Low levels can indicate a leak that needs repair.

Use of straps, chains, binders and blocking to stop cargo shifting, sliding or falling during travel. The method must suit the load's weight and type, and must be rechecked during the trip.

Point where the combined weight of vehicle and cargo balances. Raising it by loading high or double-stacking makes a rollover more likely and shifts weight onto the wrong axles.

Total weight of the loaded tractor, trailer, fuel, driver and cargo together. It must stay within the rated limit of the combination and within the axle and road limits that apply.

Transport document listing the goods, quantity and destination, serving as the shipper's instruction and the carrier's receipt. The driver checks the count and condition of cargo against it before signing.

List of all shipments carried on the trip, with marks, numbers, weights and consignees. It is used at checkpoints, for inspection and for confirming that every item loaded is delivered.

Portable reflective triangle or similar marker placed ahead of and behind a stopped vehicle to warn approaching traffic. Required when the unit breaks down on or beside the roadway, especially at night.

Actions taken when wheels lose grip: release hard braking, ease off the accelerator, look and steer where you want to go, and avoid abrupt corrections. For a trailer skid, the tractor is steered to follow the trailer.

Written record completed after an accident, near miss, injury, damage or cargo loss, describing what happened, when, where, who was involved and what action was taken. It supports investigation and insurance claims.

Check made after the journey covering brakes, tires, lights, fluids, coupling, cargo area and any damage found on the road. Defects are recorded and reported so they are repaired before the next dispatch.

Sequence followed when parking the unit for the day: park on firm level ground, set the parking brake, chock wheels, lower and secure equipment, idle to cool the turbo, switch off and secure the cab.