# data[].attributes.attachment_link.title
1- Air & Electrical Tools question Sheet

# data[].attributes.attachment_link.title
Load-all Inspection Checklist and Report

# data[].attributes.attachment_link.title
2- Workshop tools and equipmen question Sheet

# data[].attributes.attachment_link.description
Join a game of kahoot here. Kahoot! is a free game-based learning platform that makes it fun to learn - any subject, in any language, on any device, for all ages!

# data[].attributes.attachment_link.title
First Day on the Job Was His Last: What Happened to Day Davis

# data[].attributes.attachment_link.title
New video contradicts worker's claim of how car dealership fire started

# data[].attributes.attachment_link.title
DANGER! Throwing Water On Oil Fire | Earth Science

# data[].attributes.attachment_link.title
Tires Can Explode While Being Refilled if Not Maintained

# data[].attributes.wish_content.attachment_props.text
Catastrophic failure at an aluminum extrusion line. Looks like an overpressure event and the oil itself (over a drop ceiling no less) open a portal to a demon dimension…

# data[].attributes.wish_content.attachment_props.original_text
Catastrophic failure at an aluminum extrusion line. Looks like an overpressure event and the oil itself (over a drop ceiling no less) open a portal to a demon dimension… https://t.co/VQeM0f85Mw

# data[].attributes.attachment_link.embed_code
Catastrophic failure at an aluminum extrusion line. Looks like an overpressure event and the oil itself (over a drop ceiling no less) open a portal to a demon dimension… pic.twitter.com/VQeM0f85Mw
— j.d.christopher (@jdchristopher) June 4, 2022

# data[].attributes.attachment_link.metadata.attachment_props_source.data.text
Catastrophic failure at an aluminum extrusion line. Looks like an overpressure event and the oil itself (over a drop ceiling no less) open a portal to a demon dimension… https://t.co/VQeM0f85Mw

# data[].attributes.attachment_link.metadata.attachment_props.original_text
Catastrophic failure at an aluminum extrusion line. Looks like an overpressure event and the oil itself (over a drop ceiling no less) open a portal to a demon dimension… https://t.co/VQeM0f85Mw

# data[].attributes.attachment_link.metadata.attachment_props.text
Catastrophic failure at an aluminum extrusion line. Looks like an overpressure event and the oil itself (over a drop ceiling no less) open a portal to a demon dimension…

# data[].attributes.attachment_link.title
Watch: Man Jumps From Burning Cherry Picker

# data[].attributes.attachment_link.title
Man Struck, Killed By Falling Tape Measure

# data[].attributes.attachment_link.readable_text
Multiplate Disc Brakes

<< Back to Disc Brakes
Most modern multi-plate disc brakes run in oil to transfer the heat away from the friction plates but that hasn't always been the case. The enclosed nature of the brake does require consideration of heat dissipation though. We will only discuss wet brakes here.
There are two fundamental types of multi-plate brakes, servo and non servo. This page follows the non servo brakes, servo brakes can be found here:-

Multiplate Servo Disc Brakes

The purpose of a multi plate disc brake is the same as the more conventional caliper. It has to retard, stop and hold the vehicle. The fundamental difference is that it is self contained and cooled by oil.

In principle it's not too different to a motorcycle clutch but of course the details are very different.
The braking faces are between a number of interleaved friction discs and counter plates alternately keyed to the housing or splined to a driveshaft. The plates are clamped together to produce a braking torque either by an annular piston which is coaxial with the driveshaft or by a ball and ramp mechanism.

Many vehicles using this type of brake have hub reduction gearing so it is common for oil immersed brakes to be inboard of this gearing and as such they run at five or six time wheel speed.

Annular Piston Brakes

Annular piston brakes have the benefit of simplicity of construction.
As the piston only moves in an axial direction to load the brake plates there is no inbuilt servo effect and the brake factor is one. A low brake factor means that the brake torque between left and right brakes will be more equal (since differences are not amplified) and the brake system will be more controllable, for a similar actuation.
On the downside, to get a given torque output a bigger piston will be required and this together with the long rubber seals (one metre or more) consumes a greater fluid volume. In order to minimise pedal travel, in none power brake applications, annular piston brakes run with low clearances and often have a method of controlling the amount of piston retraction.
Generally this type of brake is manufactured 'in house' with only the plates being bought from a specialist brake supplier.

Ball Ramp Brakes

Ball ramp brakes have a mechanism inside the axle however if they are hydraulically applied the actuation is usually accessible from outside which helps to reduce servicing costs. In order to make a ball ramp actuator non servo the actuator must be decoupled from the friction plates. This is best done by using a needle roller bearing but Yamaha use a low friction plain bearing on this ATV brake as an acceptable trade off between performance and simplicity.

Drag Losses

The main difference between a brake and a clutch is that a brake runs open and a clutch closed. In a brake the clearance between the plates causes parasitic losses by churning the oil and can consume large amounts of power, (the same applies to a lesser extent on ventilated dry discs where air pumping losses can be considerable - The French TGV train runs on solid discs for this reason).
Power losses reduce as the clearance increases up to about 0.15mm per face but at this level the fluid volume required to apply the brake would make actuation difficult.

Running Clearance Control

Running clearances are usually compromises between minimising power losses and reasonable pedal travels when controlled by a master cylinder. Power loss curves shows little benefit can be gained from increasing the clearance above 0.15mm per friction face.
Annular piston brakes often use a controlled back-off mechanism to ensure the running clearance is maintained as plate wear takes place. This usually consists of a spring and a friction device.

This is a part section of a Caterpillar annular piston brake showing one of the, usually three retraction devices.
When the brake is applied brake fluid pressurises the annular area between the two seals and forces the brake piston to the left, clamping the friction plates to the counter plates (not shown). If no adjustment is required then the split friction bush pressed into the brake piston does not contact the stop washer. Releasing the brake pressure allows the piston return springs to reset the brake piston until the end of the split friction bush touches the axle housing.
Should adjustment be required the split friction bush touches the stop washer before sufficient clamp load is generated on the friction plates, this causes the split friction bush to be dragged down its bore. When the brake is released the brake piston is reset to a new back stop position.

This type of adjuster is not load insensitive and could over-adjust if a high pressure stop allowed the piston to move beyond its normal position however given the brake is a full circle and the friction material is very thin the brake is so stiff as to not require a more complex adjuster.

Friction Material Type

There are four basic types of friction material available each with there own pro's and cons, sintered, paper, graphitic, carbon.

Sintered bronze is made by sintering a blend of powders into a porous matrix on a steel carrier plate. It is a tough durable material well able to live with overheating. On the downside it has a low dynamic friction and a high static / dynamic friction ratio which can cause chatter noise.
Paper frictions materials are so called because of the manufacturing process as much as the material itself. They contain a range of fibres and friction modifiers which are then saturated in resins. The resulting material is soft and easily damaged. Paper materials have a high dynamic friction level and a low static / dynamic friction ratio which gives them good torque capacity and low noise however their energy capacity tends to be low.
Graphitic materials are moulded compositions of graphite and resin binders. The have good thermal capacities which make them durable however they have a moderate static / dynamic friction ratio which may make them noisy.
Carbon linings give stable friction, high load and low wear but are very expensive as such they are rarely used.

Groove Pattern

Grooves are either machined or moulded into the friction material to aid oil flow and thus cooling. Numerous patterns exist and each friction plate manufacturer has his favourite however the following points should be born in mind:-
The oil must be part of the cooling process. If large amounts of oil are present then the oil can flow quickly through the plates however if supply is limited then the flow through the plates should be restricted. Oil trapped between plates increases the parasitic drag losses and causes oil heating during brakes off running.
Spiral - This grooving pattern may be used where there is limited oil available due to the design of the brake. The spiral pattern gives controlled oil flow through the grooves but will give high viscous drag.
Radial - or sunburst pattern is suitable for applications in which sufficient oil is available. It facilitates high oil flow and quickly disperses heat whilst minimizing viscous drag.
Waffle - or multiple pass patterns are compromises between spiral and radial and offer some oil flow restriction without increasing drag too much.

# data[].attributes.attachment_link.title
Engineering Inspiration - Multiplate Disc Brakes

# data[].attributes.attachment_link.description
Multiplate Disc Brakes << Back to Disc Brakes Most modern multi-plate disc brakes run in oil to transfer the heat away from the friction plates but that hasn't always been the case. The enclosed nature of the brake does require consideration of heat dissipation though. We will only discuss wet brakes here.

# data[].attributes.attachment_link.readable_text
Your car's braking system is intricate and complex. There's a lot more to braking systems than calipers and rotors. One crucial aspect of a vehicle's braking system is the proportioning valve. Knowing the function and importance of your brake proportioning valve is essential to understanding how your car works and knowing when to get it checked out by a technician.

Function and Purpose of the Proportioning Valve

The proportioning valve typically connects the master cylinder to the rest of the braking system, but sometimes it is independent of the cylinder. This valve is necessary for optimizing front-to-rear bias, also referred to as brake balance. It is a spring-loaded component that activates when fluid pressure builds when you step on the brake pedal. Then, the valve's plunger unseats and fluid rushes into the calibrated range. Once this happens, the spring gets compressed and the plunger blocks the fluid from passing through. Even pressure distribution among the front and rear of your vehicle is important for safe and reliable braking performance.

Advantages for Your Car

You benefit by having a brake proportioning valve in your brake system because it helps you control brake balance. Your rear brakes may receive too much pressure during rapid deceleration if the proportioning valve is not functional. A properly-working proportioning valve ensures your rear brakes do not lock-up during heavy braking. This is crucial in any car, but especially in pickup trucks with light backends.

Three Different Types of Brake Proportioning Valves

With all of this being said, it is important for you to know that there are three kinds of proportioning valves used in cars. They are:

Master Cylinder-Mounted: These valves are located directly on the cylinder and attached to fluid ports located between the cylinder and brake lines.

Load Sensing: These valves are located directly on the frame at the rear end of the vehicle, with a lever attaching it to the suspension system.

Combination Valve-Mounted: These valves are part of a larger valve with the metering valve and pressure differential switch. This type of valve is usually mounted to the frame or inner fender below the master cylinder.

You might need to talk to an auto technician to determine what type of proportioning valve your vehicle has.

Signs of a Failing Proportioning Valve

Just like any other part of your car, the proportioning valve may eventually fail. There are a few different ways to tell this is happening. First, you might notice your car is taking a nose dive when you suddenly apply the brakes. Then your car may not stop fast enough. If your rear wheels lock up easily, especially when you drive on wet surfaces, it is a good sign your proportioning valve is going bad. You can also read about more signs your braking system isn't functioning properly.

Causes of Valve Failure

If you sense your valve is failing or not operating properly, you might be wondering how this happened. Sometimes proportioning valves simply fail after a long time of driving. Other times, you might have caused the problem by making a modification that impacts your brake balance. Here are some modifications that can influence your front-to-rear bias.

Modifications that can increase front bias:

Increased diameters of front caliper pistons

Increased friction of front pad coefficient

Increased diameter of front rotor

Decreased diameters of rear caliper pistons

Decreased friction of rear pad coefficient

Decreased diameter of rear rotor

Less sticky tires

Less weight on the front axle

A loaded rear axle

Lowered vehicle causing a lower center of gravity

Modifications that can increase rear bias:

Increased diameters of rear caliper pistons

Increased friction of rear pad coefficient

Increased diameter of rear rotor

Decreased diameters of front caliper pistons

Decreased friction of front pad coefficient

Decreased diameter of front rotor

More sticky tires

More weight on the front axle

An unloaded rear axle

Raised vehicle causing a higher center of gravity

ABS Systems

Many new vehicles are equipped with fully electronic proportioning technology. This is known as anti-lock braking or ABS. ABS systems serve the same basic function as proportioning valves - preventing the brakes from locking up. With these systems, an algorithm calculates the slip ratio of all four tires based on wheel speed sensors. Then, ABS hardware intervenes and modifies brake pressure when necessary. This is all based on wheel slip, unlike proportioning valves, which are based on brake line pressure.

When Maintenance or Replacement of the Proportioning Valve Is Necessary

If your valve is not operating optimally, it might be time to tweak or replace it. You might be tempted to try to accomplish this on your own, but making changes to the brake bias should only be done by those with proper training, tools, and devices. Choosing the right slope and knee point is a tedious and detail-oriented process.

Final Thoughts

Hopefully, this information helps you understand your car's braking system a little more. If you have more questions about proportioning valves, you should watch our informational video. You can also contact us and get your braking system repaired by Sun Devil Auto's ASE-certified technicians.

# data[].attributes.attachment_link.title
How Exactly Does A Brake Proportioning Valve Work | Sun Devil Auto

# data[].attributes.attachment_link.description
A brake proportioning valve helps you control brake balance and ensures your rear wheels will not lock up during heavy braking. There are three different types of brake proportioning valves depending on the type of vehicle you drive.

# data[].attributes.body
https://youtu.be/Z-F3NDGeu2s

# data[].attributes.body
https://shivyprakash.blogspot.com/2012/08/master-cylinder.html

# data[].attributes.attachment_link.description
FREE PLAY And this is where the foot pedal’s “free play” comes from. It is absolutely necessary that there be some amount of clearance,...

# data[].attributes.attachment_link.title
Air Brakes - An Introduction. How it works.

# data[].attributes.attachment_link.authors[].name
CFTC - Centre de formation en transport de Charlesbourg

# data[].attributes.attachment_link.title
How to calibrate automatic slack adjusters

# data[].attributes.attachment_link.title
Vacuum brake booster - How it works! (Animation)

# data[].attributes.attachment_link.title
KNOTT Overrun Brake with Automatic Reverse - EN

# data[].attributes.attachment_link.readable_text
A vacuum servo is a component used on motor vehicles in their braking system, to provide assistance to the driver by decreasing the braking effort. In the US it is commonly called a brake booster.

Brake booster from a Geo Storm.

Brake vacuum servo section

A vacuum servo also known as a power booster or power brake unit uses a vacuum to multiply the driver's pedal effort and apply that effort to the master cylinder. [1] It can not be used when the engine is off, mostly after a few attempts.[clarification needed ]

Oops something went wrong:

# data[].attributes.attachment_link.description
A vacuum servo is a component used on motor vehicles in their braking system, to provide assistance to the driver by decreasing the braking effort. In the US it is commonly called a brake booster.

# data[].attributes.attachment_link.title
A portal to hell at an aluminum plant that swallowed up the entire shop in a matter of seconds.

# data[].attributes.attachment_link.title
Man dies after boss sticks compressed air hose up his butt | New York Post

# data[].attributes.attachment_link.title
Man killed as crane falls on motorway verge

# data[].attributes.attachment_link.title
The Fascinating Physics Behind Lift Cables | The Secret Genius of Modern Life- BBC

# data[].attributes.attachment_link.title
Dad who ran over son says ‘I shouldn’t have to do this, it’s not f***ing fair’

# data[].attributes.attachment_link.description
Neil Speakman, who denies gross negligence manslaughter following son Albie’s death, has told jurors ‘I made a mistake’

# data[].attributes.attachment_link.readable_text
If you have a Bobcat T180, Bobcat T190, or Bobcat T140 compact track loader, you may eventually need to replace the brake pack. In this Shop Talk Blog post, we are going to talk about what the brake pack is, how it works, signs of wear, and what to expect when it comes time to replace it ... complete with a video from Dr Drive himself!

Bobcat T190 Brake Pack

The Bobcat T190 brake assembly contains the brake pack. The brake pack consists of the large brake piston, a Belleville washer that pushes the brake piston down to lock the brake disc, and the brake discs and spacers (often referred to together as the brake discs, brake disc pack, or stack). These components interface with the upper drive shaft to achieve deceleration (aka: braking). When it comes time to fix a final drive, brake packs and brake assemblies often come into play.

Brake Disc Pack

One of the key components in the brake pack is the brake disk pack, or stack. The brake stack is a measured height. Shims may be used to achieve the correct height, such as 36.5 mm (+- .05 mm). Some of the brake discs have gear teeth along the outer diameter with the inner diameter smooth, while other discs have the gear teeth along the inner diameter with a smooth outer diameter. Shims have no gear teeth. In the image shown, you can see the shims on the left side and the brake discs themselves on the right.

The discs with gear teeth on the outside are often referred to as spacer plates. Their teeth mesh with the teeth on the inside of the brake housing. These discs can move up and down the length of the drive shaft but they cannot rotate at all. The brake discs, on the other hand, have teeth on the inside and mesh with the upper drive shaft. Because they mesh with the upper drive shaft, they also rotate with it. Like the spacer plates, they can move up and down the length of the drive shaft.

How the Braking System Works

When pressure drops, the large brake piston falls and is forced against the brake disc stack by the Belleville washer. The large brake piston compresses the brake discs and spacer plates together. Friction is generated as the plates and discs are forced together. The spacer plates mesh with the teeth inside the brake housing and cannot rotate. As they are pressed tightly against the brake discs, the brake discs can no longer turn with the upper drive shaft and the drive shaft is forced to come to a stop.

In the image above, you can see a damaged brake assembly taken from a final drive motor that came into the shop. If you look closely, you can see scarring on the teeth inside the brake housing. You can also see how the brake disc stack is arranged inside the brake housing.

Symptoms and Signs of Brake Problems

Brake problems can manifest in different ways with the most common being a final drive that refuses to turn or seems to be lacking power. Once you remove the brake pack from the final drive, you can usually tell rather quickly if it is the source of your problems. Extreme wear takes the form of scratches, discoloration from excessive heat, damaged teeth, and broken discs, as you can see in the accompanying image. You may also see scarring on the teeth inside the brake housing.

Note that low charge pressure can cause the brakes to not fully release, which can cause a loud squealing and loss of power.

Tips for Replacing the Brake Pack

Here are some hints, tips, and general guidelines for correctly replacing a brake pack on a final drive motor.

When you remove the cover from your Bobcat T190 final drive, the first thing you will encounter is the large brake piston and the Belleville washer. Once those are removed, you will encounter the upper drive shaft and the brake disc pack. The replacement process is rather simple. When it comes time to install the brake disc pack, make sure you use the specified height or, if you aren't sure that is, copy the order (and count) for the brake discs and spacers that you removed.

Remember to be careful with the brake seal and take the time to install it correctly. Note that if there are scratches or sharp edges on the large brake piston, they can tear the ID of the brake seal too. Scratches on the back (OD) of the seal or brake housing can result in leaks and a failure of the brakes to complete release (which leads to a whole new set of problems). Sharp edges on the brake piston knob can damage the brass bushing in the brake shaft and lead to the large brake piston sticking and as well as uneven application of the brakes.

Final Drives and Brake Assemblies

Like most other components, the brake assembly on a final drive will eventually require service. However, avoiding excessive braking and "riding the brake" will help your brakes to last at least their expected lifetime. If brake issues are not addressed, they can lead to damage to your final drive or hydraulic drive motor.

Texas Final Drive is your partner in providing new or remanufactured final drive hydraulic motors from a single mini-excavator to a fleet of heavy equipment. Call today so we can find the right final drive or hydraulic component for you, or check out our online store to find your O.E.M. manufacturer brand motor now.

# data[].attributes.attachment_link.description
It's important to know about your excavator's final drive brake assembly. Learn the ins-and-outs of identifying brake problems and fixing them from Dr. Drive!

# data[].attributes.attachment_link.title
Engineering Inspiration - Braking Consultancy

# data[].attributes.attachment_link.description
Brake component design and testing support for road, off-highway and other equipment.

# data[].attributes.attachment_link.readable_text
Multiplate Disc Brakes

<< Back to Disc Brakes
Most modern multi-plate disc brakes run in oil to transfer the heat away from the friction plates but that hasn't always been the case. The enclosed nature of the brake does require consideration of heat dissipation though. We will only discuss wet brakes here.
There are two fundamental types of multi-plate brakes, servo and non servo. This page follows the non servo brakes, servo brakes can be found here:-

Multiplate Servo Disc Brakes

The purpose of a multi plate disc brake is the same as the more conventional caliper. It has to retard, stop and hold the vehicle. The fundamental difference is that it is self contained and cooled by oil.

In principle it's not too different to a motorcycle clutch but of course the details are very different.
The braking faces are between a number of interleaved friction discs and counter plates alternately keyed to the housing or splined to a driveshaft. The plates are clamped together to produce a braking torque either by an annular piston which is coaxial with the driveshaft or by a ball and ramp mechanism.

Many vehicles using this type of brake have hub reduction gearing so it is common for oil immersed brakes to be inboard of this gearing and as such they run at five or six time wheel speed.

Annular Piston Brakes

Annular piston brakes have the benefit of simplicity of construction.
As the piston only moves in an axial direction to load the brake plates there is no inbuilt servo effect and the brake factor is one. A low brake factor means that the brake torque between left and right brakes will be more equal (since differences are not amplified) and the brake system will be more controllable, for a similar actuation.
On the downside, to get a given torque output a bigger piston will be required and this together with the long rubber seals (one metre or more) consumes a greater fluid volume. In order to minimise pedal travel, in none power brake applications, annular piston brakes run with low clearances and often have a method of controlling the amount of piston retraction.
Generally this type of brake is manufactured 'in house' with only the plates being bought from a specialist brake supplier.

Ball Ramp Brakes

Ball ramp brakes have a mechanism inside the axle however if they are hydraulically applied the actuation is usually accessible from outside which helps to reduce servicing costs. In order to make a ball ramp actuator non servo the actuator must be decoupled from the friction plates. This is best done by using a needle roller bearing but Yamaha use a low friction plain bearing on this ATV brake as an acceptable trade off between performance and simplicity.

Drag Losses

The main difference between a brake and a clutch is that a brake runs open and a clutch closed. In a brake the clearance between the plates causes parasitic losses by churning the oil and can consume large amounts of power, (the same applies to a lesser extent on ventilated dry discs where air pumping losses can be considerable - The French TGV train runs on solid discs for this reason).
Power losses reduce as the clearance increases up to about 0.15mm per face but at this level the fluid volume required to apply the brake would make actuation difficult.

Running Clearance Control

Running clearances are usually compromises between minimising power losses and reasonable pedal travels when controlled by a master cylinder. Power loss curves shows little benefit can be gained from increasing the clearance above 0.15mm per friction face.
Annular piston brakes often use a controlled back-off mechanism to ensure the running clearance is maintained as plate wear takes place. This usually consists of a spring and a friction device.

This is a part section of a Caterpillar annular piston brake showing one of the, usually three retraction devices.
When the brake is applied brake fluid pressurises the annular area between the two seals and forces the brake piston to the left, clamping the friction plates to the counter plates (not shown). If no adjustment is required then the split friction bush pressed into the brake piston does not contact the stop washer. Releasing the brake pressure allows the piston return springs to reset the brake piston until the end of the split friction bush touches the axle housing.
Should adjustment be required the split friction bush touches the stop washer before sufficient clamp load is generated on the friction plates, this causes the split friction bush to be dragged down its bore. When the brake is released the brake piston is reset to a new back stop position.

This type of adjuster is not load insensitive and could over-adjust if a high pressure stop allowed the piston to move beyond its normal position however given the brake is a full circle and the friction material is very thin the brake is so stiff as to not require a more complex adjuster.

Friction Material Type

There are four basic types of friction material available each with there own pro's and cons, sintered, paper, graphitic, carbon.

Sintered bronze is made by sintering a blend of powders into a porous matrix on a steel carrier plate. It is a tough durable material well able to live with overheating. On the downside it has a low dynamic friction and a high static / dynamic friction ratio which can cause chatter noise.
Paper frictions materials are so called because of the manufacturing process as much as the material itself. They contain a range of fibres and friction modifiers which are then saturated in resins. The resulting material is soft and easily damaged. Paper materials have a high dynamic friction level and a low static / dynamic friction ratio which gives them good torque capacity and low noise however their energy capacity tends to be low.
Graphitic materials are moulded compositions of graphite and resin binders. The have good thermal capacities which make them durable however they have a moderate static / dynamic friction ratio which may make them noisy.
Carbon linings give stable friction, high load and low wear but are very expensive as such they are rarely used.

Groove Pattern

Grooves are either machined or moulded into the friction material to aid oil flow and thus cooling. Numerous patterns exist and each friction plate manufacturer has his favourite however the following points should be born in mind:-
The oil must be part of the cooling process. If large amounts of oil are present then the oil can flow quickly through the plates however if supply is limited then the flow through the plates should be restricted. Oil trapped between plates increases the parasitic drag losses and causes oil heating during brakes off running.
Spiral - This grooving pattern may be used where there is limited oil available due to the design of the brake. The spiral pattern gives controlled oil flow through the grooves but will give high viscous drag.
Radial - or sunburst pattern is suitable for applications in which sufficient oil is available. It facilitates high oil flow and quickly disperses heat whilst minimizing viscous drag.
Waffle - or multiple pass patterns are compromises between spiral and radial and offer some oil flow restriction without increasing drag too much.

# data[].attributes.attachment_link.title
Engineering Inspiration - Multiplate Disc Brakes

# data[].attributes.body
Residential Apprentice Survey