Question and Concern

I'll check on occasion, I've always been able to tell if there was something not quite right. I would wager, though, that a great deal of those of us that have been around for a while would have a hard time passing a test without brushing up on it...

 

Do what ever makes you feel safe and comfortable. Wasn't saying you shouldn't, it's just not something you hear/see many actually doing.

 

This story doesn't make any sense. I'm starting to think its a straight truck. Why would a driver you are switching with care you are doing a hear the brake alarm test. When he should be in the other truck rolling down the road.

Most drivers who run local if they are in tight schedules don't get a 10 hr break. It was even worse when DOT only required 8 hr breaks. Time starts ticking as soon as you hit off duty.

Are you just looking for a reason to quit because these issues seem to be pretty petty.

Why not come in and load your truck right b4 you leave. Did they not go over all this in the job description.

No you do not need to call the US Marshalls and wear DEA wire tap recording device. Because the ball starts and stop with the guy holding the steering wheel.

If you are unhappy find another job. But don't be surprised when a trucking company doesn't go by the book.

Schools get paid to teach. Trucking companies get paid to move freight. Drivers get paid to Roll Tide!!

 

Every morning, my low air alarm is sounding when I fire up the truck. If the air pressure dropped below 40 psi, the red valve popped out. Every time I hook to a trailer, I pull the lever to apply the trailer's service brakes so I can listen for leaks while I check my brake lights.

Sure, it isn't "by the book"...but it accomplishes much of the same things. You're looking for evidence of leaks, which you'll either see on your gauge or hear with your ears. You're also ensuring the tractor protection valve pops the red valve at a certain point, and that a little less pressure pops the yellow valve.

The DOT will have you do it by the book, because there are definite standards for air loss rates and pressures at which point alarms should sound and valves on the dash should start popping. If things aren't up to par, you get cited. As a matter of practicality, as long as I don't hear a leak, the rate of whatever leaks might be present won't likely exceed the set standard. Same with the valves popping off...as long as they do, then I'm not all that concerned with the exact point where they do because typically they'll either work or they won't.

Starting out, it is a good idea to go "by the book". The more you learn about how the different systems operate and the role each component plays in that system, the better able you'll be to find quicker and easier ways to check the same stuff in a much more efficient manner.

As long as you're checking things out, you're fine. Just don't get lazy and start ignoring the pretrip altogether. Doing that just ensures that you'll be wasting time later on waiting for road service, paying fines, or worse yet, on the news all wadded up.

 

I've no idea, but that is how it was done.

 

I do. Especially on older trailers or the ones with air ride that are still in the fleet

 

When you change tractors the prior driver vehicle inspection report, signed off that noted repairs were made, is supposed to be given to you before you drive the second power unit....

 

A pre-trip is to satisfy you that certain parts (required by law) are in safe working condition. If you know the guy real well you can take his word but that's really hanging out there. I would trust no one. So by law if you are not satisfied then you do your own pre-trip. But a pre-trip is required but not required to document. It's just like if you pick up a trailer. You do your per-trip on the trailer only. I tell your boss it's time to sit down and have a talk. Just tell him or her that they are in violation of FMCSR's and you are not going to break them anymore. Just be sure you have another job ready to go to.