Great dane Champion cp User manual

Please route to the individual

responsible for trailer maintenance

Part No. 42101401

maintenance manual

for van and platform trailers

maintenance manual

drive away with more

VANS

Reporting Safety Defects . . . . . . . . . . . . . . . . . . . . 2

Reporting Other Claims. . . . . . . . . . . . . . . . . . . . . . 2

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Maintenance Tips . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Appearance Maintenance . . . . . . . . . . . . . . . . . . . . 5

Freezing Weather Maintenance. . . . . . . . . . . . . . . . 5

Suggested Preventive Maintenance . . . . . . . . . . . . 5

Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Brake Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . 7

Brake Care and Adjustment . . . . . . . . . . . . . . . . . . 8

Brake Adjusters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Brake Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Oil Seals and Hub Caps . . . . . . . . . . . . . . . . . . . . 11

Wheel Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Suspensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Running ear Assembly . . . . . . . . . . . . . . . . . . . . 14

Servicing Rims and Wheels. . . . . . . . . . . . . . . . . . 14

Single-Piece Rim Wheels . . . . . . . . . . . . . . . . . . . 15

Rim and Wheel Inspection and Maintenance . . . . 15

Rim and Wheel Problems . . . . . . . . . . . . . . . . . . . 16

Tire Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Axle Alignment. . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Upper Coupler and Kingpin . . . . . . . . . . . . . . . . . 20

Pintle Hook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Support ear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Rear Impact uard . . . . . . . . . . . . . . . . . . . . . . . . 21

Side and Roof Panels - Vans . . . . . . . . . . . . . . . . 22

Rear Frame, Doors and Hardware . . . . . . . . . . . . 22

Entry and Exit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Floor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Insulated Trailer Maintenance . . . . . . . . . . . . . . . . 23

Maintaining Insulation Efficiency. . . . . . . . . . . . . . 24

Safety Measures - Urethane Foam . . . . . . . . . . . . 24

Converter Dolly . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Alterations to the Trailer . . . . . . . . . . . . . . . . . . . . 26

P ATFORMS

Reporting Safety Defects . . . . . . . . . . . . . . . . . . . . 2

Reporting Other Claims. . . . . . . . . . . . . . . . . . . . . . 2

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Maintenance Tips . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Appearance Maintenance . . . . . . . . . . . . . . . . . . . . 5

Freezing Weather Maintenance. . . . . . . . . . . . . . . . 5

Suggested Preventive Maintenance . . . . . . . . . . . . 5

Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Brake Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . 7

Brake Care and Adjustment . . . . . . . . . . . . . . . . . . 8

Brake Adjusters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Brake Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Oil Seals and Hub Caps . . . . . . . . . . . . . . . . . . . . 11

Wheel Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Suspensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Running ear Assembly . . . . . . . . . . . . . . . . . . . . 14

Servicing Rims and Wheels. . . . . . . . . . . . . . . . . . 14

Single-Piece Rim Wheels . . . . . . . . . . . . . . . . . . . 15

Rim and Wheel Inspection and Maintenance . . . . 15

Rim and Wheel Problems . . . . . . . . . . . . . . . . . . . 16

Tire Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Axle Alignment. . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Upper Coupler and Kingpin . . . . . . . . . . . . . . . . . 20

Pintle Hook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Support ear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Rear Impact uard . . . . . . . . . . . . . . . . . . . . . . . . 21

Floor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Main Beams. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Crossmembers . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Extendable Platforms . . . . . . . . . . . . . . . . . . . . . . 25

Converter Dolly . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Running ear Assembly . . . . . . . . . . . . . . . . . . . . 26

Alterations to the Trailer . . . . . . . . . . . . . . . . . . . . 26

AdvantED E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Bibliography. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

maintenance man al

This vehicle was designed and quality inspected to con-

form with all applicable National Highway Traffic Safety

Administration (NHTSA) safety standards.

reat Dane Limited Partnership warrants this vehicle to

be free from defects in materials and workmanship in

accordance with its standard printed warranty

(see Appendix). If you detect a defect that could cause

an accident, injury or death; or if you wish to report any

such accident, injury or death, or any property

damage claim or other complaint not addressed to

the Customer Service Department, then you should

in writing advise:

Director, Customer Service

Great Dane Limited Partnership

P.O. Box 67

Savannah, GA 31402-0067

If you believe that your vehicle has a defect which could

cause a crash or could cause injury or death, you

should immediately inform NHTSA in addition to

notifying reat Dane Limited Partnership.

If NHTSA receives similar complaints, it may open an

investigation, and if it finds that a safety defect exists in

a group of vehicles, it may order a recall and remedy

campaign. However, NHTSA cannot become involved in

individual problems between you, your dealer, or reat

Dane Limited Partnership.

To contact NHTSA, you may call the Vehicle Safety

Hotline toll-free at 1-888-327-4236 (TTY: 1-800-424-

9153); go to http://www.safercar.gov; or write to:

Administrator, NHTSA,

1200 New Jersey Avenue, SE West Building

Washington, DC 20590.

You can also obtain other information about motor

vehicle safety from http://www.safercar.gov.

Customer Service Phone Number: 877-369-3493

The Great Dane O erator’s Manual, included with

every new trailer, will give specific information about

the following subjects:

Gross Axle Weight Rating (GAWR)

Gross Vehicle Weight Rating (GVWR)

Cargo Capacity

Proper Loading & Weight Distribution

Information shown in this Maintenance Manual is

general information for maintenance and preventive

maintenance of your reat Dane trailer. It is strongly

recommended that you obtain specific maintenance

instructions provided by the manufacturers of the

components specified on this trailer. Refer to the

bibliography in the back of this manual.

t is recommended that all necessary replacement components be from the original equipment

manufacturers to insure proper fit and to maintain the structural capability built into your vehicle.

2 3

reporting safety defects

and other claims

warning

This safety alert symbol is used throughout this manual to indicate potential

personal safety hazards. Failure to heed the warnings associated with the

safety alert symbol can result in property damage, serious injury or death.

safety preca tions

Before performing any maintenance or repair

work which requires raising the vehicle, ensure

vehicle is properly supported with lift stands of

sufficient rating capacity. Do not rely on jacks

alone for support of the vehicle.

Safety glasses and hard hats should be worn

when repairing and maintaining this vehicle.

A serious or fatal injury can occur...

A. If you lack proper training.

B. If you fail to follow proper safe procedures.

C. If you do not use proper tools and

safety equipment.

D. If you fail to use compatible replacement

components.

notice

This manual has been prepared to assist you in retain-

ing the safety, dependability, and performance that are

built into reat Dane trailers. It is essential that this trail-

er receives periodic inspections, maintenance, and

service parts replacement.

Maintenance should be performed by reat Dane

branches and dealers, or other qualified service outlets

that regularly provide such service. The reat Dane

Operator’s Manual covers pre-trip inspections, safety

and maintenance checks, and other helpful information

regarding reat Dane trailers. If you have questions

about this manual or its instructions, contact reat

Dane Trailers Customer Service Department for

answers.

It is important that every trailer owner and/or operator

have an organized Trailer Preventive Maintenance (TPM)

program. The United States Department of Transportation

requires that the maintenance records be kept on every

commercial highway vehicle.

It is to your advantage to be able to show that regularly

scheduled TPM inspection checks have been made on

every piece of equipment operated. A regular TPM

program will assure that you get the most from your

reat Dane trailer.

introd ction

BREAKING-IN A NEW TRAI ER

The most critical time in a new trailer’s life is its initial

in-service check and first month’s “shakedown.”

Preventive maintenance mechanics should be alert for

under-inflated tires and threaded fasteners that may

have loosened from factory-torque settings. Fastener

torque should be all-inclusive and include refrigeration

units, tanks, steps, carriers etc.

Following are several areas that deserve particularly

close attention during the first 30 days of a van or

platform trailer’s service life. Of course, your

operation’s maintenance records should reflect all areas

which need to be closely checked.

TIRES

While a new trailer’s tires were correctly inflated when

they were mounted at the factory, tire pressure is

related to ambient temperature at inflation time. If a new

trailer had tires mounted in a 70˚ F. ambient

environment, but was put in service in 20˚ F. weather,

the tires may have lost as much as 10 psi for every drop

of 20˚ F. in ambient temperatures below 50˚ F. Therefore,

all tire pressures should be verified with an air gauge,

and rechecked each time the tractor refuels.

WHEE S

Smaller fleets commonly overlook the need to retighten

new-trailer-wheel lug nuts after the first 50 to 100 mi. of

service on the initial “in-service.” Retightening

compensates for “normal” clamp force lost due to

“seating in” of new materials. Tests have shown

new-trailer-wheel lug nuts lose 250 lb-ft, or about half of

their original torque value, during a short period of initial

service. Unless those nuts are retightened to spec,

additional clamping force will be lost, and

damage to components will occur. Re-tightening during

the initial in-service prevents wheel and stud damage.

Thereafter, lug nuts should be checked every 25,000 mi.

EAF-SPRING SUSPENSIONS

All tandem axles are aligned when new trailers leave the

factory. However, suspension fasteners may sometimes

loosen, possibly causing alignment settings to change,

and that can translate into possible erratic ride, or

accelerated tire wear. Therefore, at the first TPM

interval, all suspension-system fasteners should be

rechecked for correct torque value.

When tightening suspension-system fasteners,

mechanics must tighten the “nut side” of torque-arm

bolts. Tightening bolt heads does not produce the

correct clamping force on the fastener.

It is also important to keep U-bolts, as well as torque-

arm bolts, tight. Loose U-bolts allow trailer axles to

shift, and even minor shifting during braking can cause

control problems, excessive tire wear, or even broken

spring leaves.

When U-bolts are torqued to proper specs, leaf-spring

main leaves remain in proper contact with wear pads,

with no “twists.” Spring wear-pad contact will then be

even, too.

Also, at the first TPM, a trailer mechanic should take the

time to verify that there are no obstructions to move-

ment of the suspension equalizers.

When the mechanic has made sure all fasteners are

tight, he should use the 50-ft.-tape method, with axle

extenders, to verify that the trailer tandem is, indeed,

properly aligned. Remember: the longer the trailer,

the more critical tandem alignment is to long tire life.

AIR-SPRING SUSPENSIONS

Loose U-bolts in an air-spring suspension can cause a

new trailer to roll and sway. Usually, a driver is quick

to report this condition. The mechanic should make

doubly sure that trailer-suspension fasteners, including

U-bolts, are properly tightened.

Excessive play in an air-spring suspension’s front-pivot

connection is another cause of premature tire wear and

erratic handing. Again, connection bolts, which may

have loosened during the first weeks of service, may

produce such handling problems. If not retightened,

these loose bolts can cause rubber bushing wear.

S IDING-TANDEM OPERATION

A driver learning to handle a new trailer equipped with a

sliding tandem should be sure he knows exactly how to

use the stop-selector bar. He should also make sure

that all four slider lock pins are set in place before

operating the trailer, otherwise the tandem may not be

“locked,” and a sudden brake application could force

the slider rearward, causing damage to the tandem

and trailer.

AIR SYSTEM AND BRAKE OPERATION

During the first month’s operation, a certain amount

of “burnishing in” of brake lining occurs. This is normal

and may result in some adjustment loss. Because

out-of-adjustment trailer brakes mean increased stop-

ping distance, plus an increased potential for jackknif-

ing under certain conditions, trailer brake adjustment

should be checked at the first TPM inspection.

During routine maintenance the dust cover cap on air

chambers must be inspected to assure that is in place

and sealing properly.

ANNUA FHWA INSPECTION

It is the carriers’ responsibility to make sure that the

vehicles operated by them are inspected and main-

tained under this Federal requirement. During this

inspection, make sure the upper slide rail to crossmem-

ber welds, pintle hook assemblies, safety equipment,

etc. are inspected and corrected as required.

DOORS

Almost invariably, a new trailer’s hinged-type doors

are difficult to latch. Drivers should expect to use extra

muscle to secure doors until seals seat, but drivers

should not use bars or some other device to force

doors shut. It is equally important not to make adjust-

ments to a new trailer’s door latches or hinges to

“correct” door closing. This will result in a poor sealing

later on.

Appearance maintenance includes cleaning, polishing,

corrosion prevention and removal, and protective

coatings. You must have a working knowledge of each

for the complete and proper appearance maintenance

of a reat Dane trailer.

WASHING AND CHEMICA S

Improper use of chemical cleaners has caused many

a newly delivered trailer’s finish to streak and fade,

particularly yellow, red and black models. Ironically,

fade is often caused by a desire to keep the units

clean—and using too strong a chemical solution. When

instructions call for a 150:1 water/chemical ratio, do not

use a 50:1 ratio. Sometimes fading caused by an overly

concentrated caustic agent may be remedied with

warm water rinsing and application of a glazing wax.

APPEARANCE MAINTENANCE MATERIA S

Many chemical companies compound materials for

appearance maintenance, and most provide instructions.

Protective films, such as paints and clear coats, are

necessary for the prevention of corrosion and the

preservation of metal and wood surfaces. They add

color, beauty, and distinction.

Trailer undercoat materials can lose effectiveness if

steam cleaned or if they come in contact with most

solvents.

The underside, including beams, has been undercoated

with a special, soft, rust preventive coating. To prolong

the life of this coating, avoid the use of high-pressure

washers, strong cleaning solutions and brighteners.

Due to the normal weathering and abrasion caused

by road conditions this coating must be inspected and

recoated as necessary (approximately every 24 months).

Dry-freight laminated wood floors should be cleaned

by sweeping and should not be washed out.

BENEFITS OF APPEARANCE MAINTENANCE

Complete and proper appearance maintenance of

reat Dane trailers not only adds to their physical

condition and ultimate trade-in value but also favorably

affects the operator’s feelings about himself and his

company. It also favorably affects the public image

of the company.

Winter cold weather and its slush, sleet, and snow pres-

ent special problems to the truck trailer operator and to

maintenance men. Low temperatures can mean frozen

and sluggish or inoperative brakes, sagging light and

brake lines, broken connections, increased corrosion,

and can require the installation of winter equipment.

Enclosed air systems for brakes and air-operated

equipment should be drained regularly of accumulated

moisture. The air tanks should be drained daily. The

trailer air system should be treated through tractor

equipment only. Use of additives can cause damage to

the brake system. This could result in metal corrosion or

swelling of brake valve seals. Make sure electrical and

brake lines are adequately supported.

Ice and mud accumulations on brake lines and actua-

tors should be removed regularly. Any air leaks that may

exist are difficult to find when they are encased in ice

and mud.

WINTER CORROSION MAINTENANCE

Magnesium and calcium chlorides used to control snow

and ice on many highways, if not property cleaned from

your tractor and trailer equipment after each trip, will

result in rust and corrosion damage in as little as one

winter of operation.

Information concerning corrosion maintenance can be

found in the publication’s bibliography and on reat

Dane’s website, www.greatdanetrailers.com.

These references outline:

1. What states use these chemicals

2. How these chemicals affect equipment operated

over road surfaces treated with it.

3. What you should do to protect and maintain your

equipment when it’s exposed to these highly

corrosive chemicals.

SUGGESTED PREVENTIVE MAINTENANCE

EVERY 1,000 MI ES:

Check oil level in wheel hub and inspect wheel

hub for leaks

15,000 MI ES OR MINIMUM OF TWICE A YEAR:

Check brake adjustment

Check and repack wheel bearings as required once

per year or every 100,000 miles as recommended

by the T.M.C.

25,000 to 30,000 MI ES:

Check lining wear and estimate reline time

Inspect camshaft, camshaft spider bushing and

camshaft support bracket bushing for any signs

of wear

Lubricate brake actuating components

100,000 MI ES, ONCE A YEAR, OR AT BRAKE

RE INE:

Replace wheel bearing lubricating oil (if applicable)

Check brake air actuators and adjusters

Inspect brake rollers, roller shafts, anchor pins and

bushings and replace if necessary

NOTICE: Aluminum brighteners should not be used.

4 5

maintenance tips appearance maintenance

freezing weather maintenance

warning

Do not use heat on any part of the air system.

The use of heat can cause a rupture and can be

very dangerous.

A warning decal, as shown on the previous page, is

located on the front of each trailer. You may trace

individual electrical circuits by the wire colors indicated.

Refer to the schematic drawing and the decal for

conductor numbers and wire colors.

Use only a 12-volt DC battery for checking lamps or

antilock brake systems. Never use battery chargers or

transformers.

Inspect all wiring to see that it is not damaged, and

that it is properly supported and protected, with all

connections tight. Frayed or damaged wiring should be

replaced with stranded cable of equal size or larger, and

should never be replaced with a smaller cable, or with a

solid conductor. All holes where wiring passes through

must contain rubber grommets.

Never replace fuses or breakers with metal foil or other

devices.

DISC BRAKE SCHEDU ED MAINTENANCE

Several different brands of disc brakes are available

in the market lace. Because rocedures differ brand

to brand, refer to the maintenance and adjustment

information from the manufacturer of the s ecific

brake in question.

DRUM BRAKE SCHEDU ED MAINTENANCE

Establish a preventive maintenance schedule for

the periodic adjustment, cleaning, inspection, and

lubrication of brake equipment on the basis of past

experience and expected severity of operations. Take

into account that linings and drums are particularly

subject to wear and should not be allowed to wear

to the point where rivets or bolts may contact brake

drums. To compensate for this, schedule brake

inspections as frequently as required to maintain

satisfactory operation and maximum safety (not to

exceed 25,000 miles). Accepted maintenance practices

require that bearings should be adjusted properly

before making brake adjustments; that adjustments

provide uniform lining clearance, correct travel of levers,

and proper equalization; and that brakes should be

cleaned, inspected, lubricated, and adjusted each time

the hubs are removed.

MAINTENANCE DURING MAJOR OVERHAU

OF BRAKES

During a major overhaul, check the following parts and

replace them with original equipment parts or equal, as

required:

1. Spiders – for looseness or sheared fasteners.

2. Anchor pins – for wear or misalignment.

3. Brake shoes – for wear at anchor pin holes.

4. Cam shafts and cam shaft bearings or bushings –

for wear.

5. Shoe-return springs – replace during overhaul and

when you replace lining. Do not reuse springs.

6. Brake linings – for oil or grease saturation, wear,

loose rivets or bolts.

7. Drums – for cracks, scoring, other damage.

Install all new lock rings where they are used.

During a major overhaul, before reassembling parts that

have been inspected, lightly coat cam shaft bushings

and cam roller follower shafts and journals with brake

lubricant.

For all fittings on cam shafts, meter-type fittings that

have a maximum of 40 psi pressure relief or shutoff are

recommended.

BRAKE UBRICANTS

A high-temperature waterproof grease in a number 1

NL I grade to lubricate the brake actuating system is

recommended. It should be smooth textured, corrosion

resistant, and free of fillers and abrasives. It should

maintain a satisfactory softness under normal parking

and storage temperatures so the brakes can be applied

and released.

The following greases meet these recommendations:

Texaco Thermotex EP #1 Shell Darina #1

Marathon 528 HD Sunaplex #1 EP

Amdex #1 EP Philube B #1

Trailers operating in extremely cold weather

(below -40˚ F) may require a grease conforming to

MIL- -25013C.

7

The electrical system on every reat Dane trailer meets

or exceeds all federal and state requirements in effect

at the time of manufacture. Wherever required by law,

lamps and reflectors are marked by the manufacturer to

indicate the appropriate specification with which each

complies.

For optimum performance and long life from the trailer’s

lamps and wiring, follow this inspection procedure.

Clean all reflective tape or devices and lamps. See that

all lamps burn properly. Replace all burned-out lamps

and broken or missing reflective devices. Factory-

approved replacement parts should be used, and

replacement bulbs or lamps of equal candlepower

should be used for safety.

NOTE: Electrical circuits may be protected by circuit

breakers located inside the front nose box.

6

GREEN

BROWN

WHITE

YELLOW

BROWN

WHITE

WHITE

WHITE-GREEN

BROWN

BROWN

GREEN

BROWN

WHITE

RED

BROWN

WHITE

BROWN

RED

RED

BROWN

WHITE

YELLOW

BROWN

WHITE

7 COND MAIN HARNESS

4 COND ABS HARNESS

— TOP VIEW OF TRAILER —FRONT REAR

BLUE

WHITE

WHITE-GREEN

RED

electrical system

brake maintenance

WIRING DIAGRAM

warning

Do not exceed 21 candlepower bulbs for dome

lamps. Stronger bulbs may generate excessive

heat and start a cargo fire. Cargo must be kept

away from dome lamps. Dome lamps must be

turned off for over-the-road operation.

ca tion

CONNECTOR WIRING CHANGE

NOTICE TO A TRACTOR-TRAI ER

OWNERS AND USERS

Federal Motor Vehicle Safety Standard No. 121,

Air Brake Systems, was amended by the National

Highway Traffic Safety Administration of DOT to

require that truck tractors manufactured on or

after March 1, 1997, provide constant power for

a trailer’s antilock brake system (ABS). Some

manufacturers provided this feature before the

effective date.

These tractors using a single 7-way electrical

connector will have constant power for ABS

on the center pin when the key switch is on.

Tractor-trailer owners and users who presently

use the center pin for auxiliary power to equip-

ment other than trailer ABS (for example, dome

lights, backing lights, bottom dumps, sliding

undercarriages, air ride dump valves, etc.) will

be affected by this change.

In certain uses of this constantly powered

center pin connector, unexpected or unintended

activation of this equipment may be hazardous

or result in personal injury.

BEFORE connecting your trailer to a tractor,

MAKE SURE that the constantly powered center

pin WI NOT UNINTENTIONA Y TURN ON

TRAI ER EQUIPMENT. If you have any questions

about your present wiring, or how to rewire your

vehicles, you should contact the tractor

manufacturer, auxiliary equipment manufacturer,

and/or reat Dane Trailers Customer Service

Department.

NOTICE: Most trailers are equipped with a sealed

wiring harness. Check the circuits at the plugs only

– do not cut or probe test for shorts. Every time

the harness is unplugged, repack connector with

rafo 112X grease or equivalent.

warning

Brake liners contaminated with lubricant cannot

be salvaged or cleaned. They must be replaced.

warning

TRA LER S EQU PPED W TH ANT LOCK BRAKE SYSTEM (ABS).

NO. 7 (BLUE) C RCU T S RESERVED FOR CONT NUOUS POWER

SUPPLY TO ABS. FOR MOST EFFECT VE ABS OPERAT ON,

TOW NG VEH CLE MUST SUPPLY M N MUM OF 10 AMPS AT

12.5 VOLTS TO NO. 4 (RED) & NO. 7 (BLUE) C RCU TS.

PIN CO OR CIRCUIT

1 WH TE GROUND RETURN TO TOW NG VEH CLE

2 BLACK CLEARANCE, S DE MARKER & D LAMPS

3 YELLOW LEFT TURN S GNAL & HAZARD LAMPS

4 RED STOP LAMPS & ABS POWER

5 GREEN R GHT TURN S GNAL & HAZARD LAMPS

6 BROWN TA L, L CENSE, CLEARANCE &

S DE MARKER LAMPS

7 BLUE ABS CONT NUOUS SHARED POWER

J560

SOCKET

FA LURE TO HEED

TH S WARN NG CAN RESULT

N PROPERTY DAMAGE,

SER OUS NJURY OR DEATH.

The trailer brake system will perform safely and

efficiently only as long as it is properly maintained

and not abused. Trailer brakes should be inspected

frequently in connection with a Trailer Preventive

Maintenance (TPM) Program. Out-of-adjustment brakes

can cause increased stopping distance, shorter brake

component life, and a greater tendency for the trailer

to jackknife.

AIR SYSTEM AND BRAKE OPERATION

Proper operation of the brake systems requires a

firm seal between the air brake couplers. Inspect the

couplers for seal damage and cracked housings. Some

couplers are equipped with filters. These filters must be

cleaned at regular intervals to prevent malfunction of

the brake systems. Inspect the air hoses for cracking

and for frayed connections. Be sure air hoses are not

rubbing on any metal surface or each other. Replace or

repair damaged components.

Keep the air system clean. All air tanks should be drained

daily to remove moisture and other contaminants. See

Freezing Weather Maintenance.

Some air valve manufacturers discourage the use of air

line antifreeze. Use may result in deterioration of seals

in these valves.

If you use Teflon tape or other thread sealers to seal

threaded connections in your air lines, be careful not

to allow pieces of the sealer to enter the air system.

It can clog passages into the valves and cause them

to malfunction.

Keep the air system tight. The air system cannot be

charged properly if there are leaks in reservoirs, lines,

hoses, or valves. Always check the tractor pressure

gauge for unusual drops or extended buildup times.

Run the tractor engine until the air brake system

pressure gauge shows at least 105 psi. Listen for air

leaks. With the engine off, check the gauge reading

with no brakes applied. The gauge reading loss should

not exceed three psi in one minute.

With the engine still off, apply the brakes fully for two

minutes. The gauge reading drop should not exceed

four psi in one minute.

With engine still off, slowly open drain cocks in the

trailer’s air tanks and allow the pressure to drop gradually.

In a system employing spring brake control valves, the

spring brakes should function and apply the brakes.

In a system that does not employ spring brake control

valves, the relay emergency valve should function and

apply the brakes.

A schedule for periodic cleaning, inspection, adjustment

and lubrication of brake equipment should be estab-

lished by the operator, based on past experience and

severity of operation.

BRAKE SHOES

Brake shoe designs vary, depending on the type of

brake and brake manufacturer. Some brakes require

special tools. If you have problems removing brake

shoes, refer to the brake manufacturer’s manual.

BRAKE SHOE SPRINGS

Replace weak or unmated brake shoe springs whenever

they cause pulling or dragging brakes. The springs are

constantly expanding and contracting in the confined

hot area of the brake drums. Excessive heat during

expansion will cause them to weaken.

BRAKE INERS

The certified ross Axle Weight Rating ( AWR) in many

cases is determined by the friction level of the brake

liners. The friction level is determined by the axle and

vehicle manufacturer to provide the required brake

torque as prescribed by governmental regulations.

REFACING DRUM

It is not a good practice to reface brake drums. Refacing

can weaken the drums, making them unable to dissipate

all the heat generated by brake applications, and making

them susceptible to distortion and heat cracks.

If brake drums must be refaced on cam-type brakes,

when oversized linings are used, precautions regarding

cam travel should be checked to prevent sticking cams

or cam rollover. This problem often exists when the

linings become worn. It may be necessary to install

oversized rollers to prevent this problem.

OVERSIZE INERS

To compensate for material removed when refacing

brake drums, X (1/16" oversize) and XX (1/8" oversize)

liners are furnished by the lining manufacturers. When

oversize liners are used the drums should be machined

in increments of 1/16" (radius increased 1/16").

BRAKE SHOE RO ER CAM FO OWERS

Roller cam followers are available in four sizes, each

having been designed for a specific purpose.

STANDARD SIZE (1.250")

Standard rollers are used when installing standard

lining with standard drums, X lining with 1/16" oversize

drums, or XX lining with 1/8" oversize drums.

If the drums have been refaced and oversize rollers later

installed, the oversize rollers must be removed and

standard rollers installed when the new liners are

installed.

1/8" OVERSIZE (1.375")

Use 1/8” oversize cam followers when you install

standard liners with worn or trued drums that are 1/32"

oversize. Circle grind the liners a few thousandths less

than the drum diameter.

1/4" OVERSIZE (1.500")

Use 1/4” oversize cam followers when X liners have

been installed with 1/16" oversize drums and standard

rollers. The standard rollers should be removed and

1/4" oversize installed before the lining becomes worn

to the point when the brake cam is no longer effective.

1/2" OVERSIZE (1.750")

Use 1/2” oversize cam followers when XX liners and

1/8" oversize drums have been used. The standard

rollers should be removed when the liners become

approximately 50% worn, and 1/2" oversize rollers

should be installed.

CAM P ATE SHIMS

When standard liners are installed with worn or trued

drums, or when X or XX liners have been installed and

are approximately 50% worn, shims or a combination of

shims should be installed under each of the cam wear

plates to permit the cam to be returned to the full

release position. Shims are available in 1/64", 1/32" and

1/16" thicknesses.

BRAKE DUST SHIE DS

The brake spiders used for mounting the brake shoe

assembly parts also become the mounting for optional

dust shields.

The use of dust shields should be determined by

conditions encountered by the trailer. Operations in

mud, sand, dirt, water, and other forms of foreign

materials should be the governing factors. When these

conditions exist during winter months and maximum

cooling is desirable during summer months, dust

shields are easily installed or removed.

AUTOMATIC ADJUSTERS

Several different brands of automatic adjusters are

common. Because adjustment differs, refer to the

maintenance and adjustment information from the

manufacturer.

Some automatic slacks are equipped with an adjust-

ment pawl which eliminates loss of adjustment. This

pawl must be removed prior to backing off on the

adjustment to prevent damage to the splined pawl

and adjusting screw.

8 9

brake care and adj stment

brake adj sters

warning

Serious air leaks in the trailer’s braking system

are hazardous conditions that require the trailer

to be placed out of service until they are

properly corrected.

warning

Enlarging the drum diameter may permit the

cam to rotate beyond its maximum lift when the

lining becomes worn. This can result in sticking

cams or cam rollover.

To avoid this condition and to obtain maximum

lining wear, oversize roller cam followers or

wear plate shims (depending on the brake

design) should be installed when the liners

become approximately 50% worn.

warning

Prior to performing maintenance on any air

brake system component, chock the wheels.

The system air pressure should be exhausted

by opening the reservoir drain cocks.

NOTICE: When replacing liners, be sure to use

liners with the same friction level as those removed

from the trailer so that the AWR is not reduced.

NOTICE: Failure to use dust shields during months

where gravel chips, etc., are used on roads may

allow drums to be scored by these materials. Dust

shields may provide the desired protection.

NOTICE: Automatic adjusters may seem to be

over-adjusting and may seem to be more sensitive

until brakes are properly burnished.

All axles (except some converter dolly axles) are

equipped with air/spring actuators. Each actuator is

separated into two units. The base unit applies the

service brakes. The top unit contains a coil spring that

must be compressed by air within the chamber to

release the parking brakes. Loss of air pressure in the

supply line to the brake chamber will automatically

apply parking and/or emergency braking.

In case of a service brake system air failure, when the

spring brakes are applied in an emergency stop, a

spring brake air reservoir retains enough stored air to

release the spring brakes at least once by means of the

tractor parking brake control.

In the absence of air pressure, a manual release is pro-

vided to allow release of the spring brake (see following

instructions).

To manually release parking brake actuators:

1. Always position wheel chocks at both front and rear

of tires before manually releasing parking brakes.

2. A parking brake release tool may be stored in a

pocket on the side of the brake chamber. (See

photo.)

3. Insert the detachable release bolt through hole in

head. Turn the release bolt clockwise until it stops

and locks, then pull the release bolt out as far as

possible, and run the nut down, holding the bolt in

place.

Using a hand wrench, turn the release bolt nut

clockwise until the bolt extends about three inches.

Make sure the release bolt is locked properly in the

piston.

The parking brake coil spring is now caged.

Differences in crack pressures on hold-off valves on

tractors and trailers can lead to air pressure imbalances

that cause the trailer brakes to do a majority of the

braking. Another contributing factor to premature trailer

brake wear is torque imbalances created by differences

in brake linings.

These imbalances can lead to greatly reduced trailer

brake lining life, trailer brake drum heat checking, heat

cracking and breakage.

The air pressure imbalance typically ranges from 4 to 6

psi between the tractor and trailer. The trailer industry

has been using 4 to 5 psi crack-pressure air valve

systems and tractor manufacturers in some cases

are using 8 to 10 psi hold-off valves.

This imbalance will cause the trailer to do nearly all the

braking in low-air pressure applications. And because

most normal braking is done at air pressure applications

of 10 to 15 psi, this means that routinely, the trailer

brakes are the ones that are stopping the vehicle in

all but the hardest braking.

One simple way to see if an imbalance situation exists

is to use a duplex gauge that measures air pressures at

the coupler and the actuator air chamber. This will show

if there is an imbalance situation between the tractor

and the trailer.

Another method is to use a special balance kit such as

the ones available from the major brake manufacturers.

The balance kits include gauges to check air pressures

in the trailer chambers, the tractor chambers and at the

coupler, and electronically compares them. Industry

standards recommend the tractor and trailer should be

within 1 and 2 psi.

ADJUSTMENT

For maximum bearing life, adjust and lubricate bearings

properly at regular intervals depending upon trailer

speeds, loads, and general operating conditions.

1. Clean bearings, hub, and seals.

2. Replace any worn or damaged parts.

3. Pack hub and bearings with specified lubricant.

4. Assemble bearings and hub on axle sleeve.

5. Install thrust washer if used.

6. Install wheel bearing adjusting nut. Thread nut

against bearing or thrust washer as you rotate

wheel. Be sure there is sufficient clearance between

brake shoe and drum so brake shoe drag will not

interfere with bearing adjustment.

7. Tighten adjusting nut to 50 lb-ft torque while you

rotate hub in both directions to be sure all bearing

surfaces are in contact.

8a. For axles that have single-nut construction, back off

adjusting nut 1/8 to 1/6 turn. Cotter pin (or lock) nut

in place.

8b. For axles that have double-nut lock construction,

back off adjusting nut 1/6 to 1/4 turn. Assemble

wheel bearing nut lockwasher.

A) For assemblies using a bending type lockwasher,

tighten jam nut with torque wrench

as follows:

Torque b-Ft

Nut Size Minimum Maximum

1-1/8" to 2-5/8" 100 150

2-5/8" and over 100 200

Bend lockwasher over both adjusting and jam nuts

to complete the assembly.

B) For assemblies using a dowelled adjusting nut

and pierced lockwasher, tighten jam nut with a

torque wrench as follows:

Torque b-Ft

Nut Size Minimum Maximum

1-5/8" to 2-5/8" 200 300

2-5/8" and over 250 400

9. For single nuts with lock features built into the nut

(ie. Pro Torque, Axilok), refer to the vendor

maintenance manual.

10. Keep the resulting end play within limits of .001"

to .003".

This detailed check takes about two and one-half hours.

It’s important to check a representative tractor and trailer

each time you order equipment.

Keeping an eye on your brake service records will also

flag imbalance problems. If you are seeing 300,000

miles on tractor linings and 70,000 miles on trailer

linings, there’s obviously an imbalance problem.

10 11

parking brakes

wheel bearings

brake balance

danger

DO NOT operate your trailer with parking

brakes caged or in any other way disabled.

Never attempt to open a brake actuator. The

internal spring is very dangerous. Do not repair

spring brakes. Discard only by using proper,

approved procedures. f this procedure is not

known, contact the actuator manufacturer or

Great Dane Trailers before removing the actua-

tor from the trailer. Never operate the trailer

with the end-cover cap removed.

warning

Failure to back off the inner adjusting nut could

cause bearing and axle spindle overheating or

damage, which could result in the wheel locking

up or coming off during vehicle operation.

warning

FMVSS-121 revisions made mandatory 10-8-92

require air system supply lines to be protected

to at least 70 psi. The 70 psi (multifunction)

emergency air valves require that tractor air

compressor governors be set at 105 psi

(minimum) to assure full release of the trailer

parking brakes.

warning

Failure to torque the outer lock nut properly

could cause the wheel to come off during

vehicle operation.

NOTICE: Remove the set screw lock device in the

serrated nut prior to attempting jam nut removal.

Make sure to replace allen screw to prevent torque

loss. Never use hammer and chisel to remove

axle nuts.

OI SEA S

Oil seals vary in design and installation. Refer to the

seal manufacturer’s manual for proper installation with

proper tool.

To insure leak-free operation replace oil seals each time

you remove a hub. Never reuse seals, even if they show

no signs of leakage.

HUB CAP INSTA ATION

1. Clean the hub cap and the face of the hub.

2. Position the gasket.

3. Install the hub cap. If you are installing a transpar-

ent hub cap, install the reinforcing ring on the out-

side. Install the capscrews and lockwashers. When

installing a transparent hub cap, do not tighten to

exceed 15 lb-ft torque.

4. Remove the fill plug and pour oil to the level

specified on the cap. Allow sufficient time for the

oil to seep into the hub cavity and recheck.

oil seals and h b caps

NOTICE: Never reuse a gasket.

Check wear pads in hangers. If they are wearing thin,

install new pads or the spring will cause permanent

damage to the hanger. Do not operate with broken

spring leaves.

Check to see if all springs can make proper contact

with wear pads. Twisted springs and cocked hangers

can cause uneven spring contact with wear pads, and

will result in excessive wear on the suspension.

Check to see if there is sufficient clearance between

the springs and the sides of the hangers and rockers.

Improper spring centers or hanger spacing can create

binding in this area, resulting in excessive wear.

Check the equalizer to see that there are no obstruc-

tions to movement during operations. If equalizer move-

ment is restricted by an obstruction, the axle “walk” will

not be sufficient and damage will result.Check the rock-

er beam to see if there is adequate clearance between

the ends of the spring and the rocker beam hub when

the axle is both loaded and unloaded.

Check welds to see that no cracking has occurred

between the spring seats and axles, and between

the hangers and sub-frame.

Threaded fasteners should be checked for proper

tightness after an initial break-in period of 3,000 to

5,000 miles. Torque should be rechecked every

25,000 miles.

The replacement of worn bushings is considered

normal preventative maintenance. Bushings showing

signs of wear should be replaced before they damage

the parts they are pressed into. Routine torque

maintenance will prolong the life of bushings.

AIR-SPRING SUSPENSION

The air-spring suspension height is controlled by height

control valves that maintain a constant trailer height by

pressurizing or exhausting air in the air springs as

needed to support the load being carried.

You must build up to and maintain your trailer’s air

pressure at more than 70 psi for van trailers and 80 psi

for platform trailers before operating the trailer. The air

protection valve will not operate until you have 70 psi

on van trailer and 80 psi on platform trailers in the

system. This valve automatically maintains a safe air

brake pressure higher than 70 psi for van trailers and

80 psi for platform trailers in the event of an air loss

due to a failure in the suspension system.

If an air-spring failure occurs on one side, it is

recommended to completely deflate the suspension

and temporarily operate on the air springs’ internal

rubber bumpers to allow your trailer to be moved to

a shop for repairs.

To deflate or cut off the air pressure to the damaged

air spring, disconnect the height control valve actuating

levers from their link assemblies and rotate to the

vertical down position.

Check air lines and fittings for leaks.

Check air springs and proper clearance when inflated –

minimum clearance is 1 3/4".

Check axle clamp group to be sure that all bolted

connections are properly torqued. For proper torque

requirement refer to the suspension manufacturer’s

maintenance manual. Worn component parts or loose

U-bolts can allow the vehicle to roll or sway.

Excessive play in the beam pivot connection area can

cause premature tire wear and erratic handling

characteristics. Loose bolts at this connection will

cause the rubber bushings to wear out prematurely.

INSPECTION

Inspect the inner and outer wheel bearing cups, cones

and rollers for excessive wear or damage.

Refer to bearing and axle manufacturer’s manuals for

inspection and replacement requirements.

UBRICATION

For maximum bearing life, inspect wheel bearings and

lubricant periodically, change lubricant regularly, and

clean the hub assembly properly.

If you do not clean the hub assembly properly both

originally and in subsequent service, you must adhere

to a shorter lube change schedule. When adding oil or

checking oil level, be certain to clean the cap and plug

before disassembling, to help keep out dirt and road

grime.

When you clean and dry parts or bearings for later use,

pack and coat them with wheel bearing lubricant and

wrap in clean waxed paper to prevent surface

corrosion that might cause premature bearing failure.

1. Remove wheel hub and bearing cones. Clean all

old grease or oil from wheel hub, bearing cones,

and hub cap with kerosene or diesel fuel oil and a

stiff fiber (not steel) brush.

2. Allow the cleaned parts to dry, or dry them with a

clean absorbent cloth or paper. rease and oil

will not adhere to and protect a surface wet with

solvent. The solvent may dilute the lubricant.

Clean and dry your hands and all tools.

3. Inspect oil seals, oil seal wiping surfaces, bearings,

and bearing cups for indications of wear or damage.

Replace any worn or damaged parts. Handle the

bearing carefully during inspection (and packing, if

grease is used) so the cage will not be bent or the

rollers and cone damaged.

GREASE- UBRICATED WHEE BEARING

Depending on operating conditions, speed, and loads,

change lubricants whenever you replace seals, when

you reline brakes, or every 100,000 miles (or Spring and

Fall if yearly mileage is less).

At rebuild time, before you install wheel bearings

onto spindle, coat bearing journals (to deter fretting

corrosion) with a film of Lithium, 12-Hydroxy stearate

grease or its equivalent.

When you service grease-lubricated wheel bearings:

1. Pack bearing with pressure packer, if possible. If

not, pack by hand, forcing the grease into the cavi-

ties between the rollers and cage from the large

end of the cone.

2. Pack the hub between the two bearing cups with

grease to the level of the smallest diameter of the

cup.

3. Assemble the hub and bearings on the axle, being

careful not to damage the oil seals or bearing.

Adjust the bearings.

OI - UBRICATED WHEE BEARING

Check oil-lubricated wheel bearings every 1,000 miles.

Change oil when you replace seals, when you reline

brakes, or at least once a year. Use a gear-type oil: SAE

140 if temperature is above freezing, SAE 90 if tempera-

ture is below freezing, or a multipurpose oil with an SAE

range of 85 to 140 for year-round

conditions.

SERVICE

When you service oil-lubricated wheel bearings:

1. Wipe a film of oil on the bearing spindle to prevent

rust behind the inner bearing cone.

2. Assemble the hub and bearings on the axle, being

careful not damage the oil seals or bearings. Adjust

the bearings.

3. Fill hub with oil to level indicated on cap, as shown

in the illustration on the opposite page (pg. 13).

4. Rotate wheel and recheck lubrication level.

RECOMMENDED WHEE BEARING

GREASE SPECIFICATIONS

Soap Type – Lithium, 12-Hydroxy stearate

or equivalent.

Consistency – NL I No. 2 or NL I No. 1

Corrosion and Oxidation Inhibitors

Base Oil – Solvent Refined Petroleum Oil

Base Oil Viscosity

at 210˚ F . . . . . . . . . . . . . 75 SUS (Minimum)

Pour Point . . . . . . . . . . . + 10˚ F. (Maximum)

12 13

danger

DO NOT USE GASO INE. Also, do not clean

these parts in a hot solution tank or with water

and alkaline solutions such as sodium hydroxide,

orthosilicates or phosphates.

NOTICE: Always clean cap and plug before

reassembly.

wheel bearings continued

Fill to

oil level line

on hub cap

window

ubrication fill oil (static) ubrication fill semi-fluid grease (No. 00)

Brush a light film of

grease on axle nut and spindle end and

around inner surface of hubcap being

careful not to cover vent plug

Fill to 3 and

9 o’clock level

warning

Broken spring leaves, missing or loose U-bolts,

or other defective conditions likely to cause

axle shift are hazardous.

s spensions

The shock absorbers should be replaced at the first

sign of leaking hydraulic fluid. Worn shocks will allow

tire hop and yield poor handling characteristics.

Many air suspensions are equipped with air control

kits. The air control kit allows the raising or lowering

of the vehicle bed by inflating or exhausting air from

the air suspension. Do NOT operate the vehicle when

the suspension is in the lowered or raised position.

Improperly maintained air suspensions will result in

trailer suspension damage which includes bushing

wear and irregular tire wear.

By customer specification, reat Dane may have

installed any of the following air-spring suspensions on

your new trailers.

Neway or SAF Holland models

Reyco models

Hendrickson models

Meritor models

Tuthill models

Please reference the bibliography in the back of the

manual to obtain address for ordering manufacturer-

specific maintenance manuals.

EAF-SPRING SUSPENSION

Check the torque of all suspension bolts after initial

break-in period on the road and thereafter at regular

intervals not to exceed 25,000 miles. Follow the

torquing recommendations of the suspension

manufacturer. If they are not available, use the follow-

ing table of torque recommendations for clean dry

threads. The use of lubricants will apply more tensile

force for the same torque. If lubricants are used,

decrease torque approximately 30%.

1" 14 UNC 350 -375 lb-ft

7/8" 14 UNF 275 -300 lb-ft

5/8" 18 UNF 75 -90 lb-ft

5/8" 18 UNF 125 -155 lb-ft (step bolts)

1/2" 45 -50 lb-ft

It is especially important to maintain torque on U-bolts,

equalizer bolts, and torque arm bolts. Torque the nut

side of torque arm bolts only. Torquing the bolt heads

will not produce the desired clamping force.

Inspection of upper running gear rail weld attachment

to the trailer for weld fatigue cracks is a requirement of

the annual FMCSA inspection. All trailer structures

should be inspected for weld fatigue cracks and/or

loose fasteners and any found should be corrected as

a part of routine PM (preventative maintenance) serv-

ice. Any defects in a trailer should be corrected to the

manufacturer specifications before the trailer is

returned to service.

FIXED SUSPENSION

1. If the trailer is equipped with a fixed suspension,

visually check all bolts connecting the suspension

frame assembly to the upper running gear rails.

2. If these bolts need replacing, use only rade 5

(minimum) bolts with rade B (minimum) locking-

type nuts. Be careful in selecting the proper bolt

grip length so that threads are not at the interface

of the rail/frame joint.

SERVICING RIMS & WHEE S

For information on servicing wheels and rims, refer to

OSHA 29 CFR 1910.177 and to the appropriate wheel

and rim manufacturer’s manuals. Also refer to

Servicing Single-Piece and Multi-Piece Rim Wheels,

U.S. Department of Labor pamphlet, OSHA 3086 and

the accompanying two chart set, available from OSHA

regional offices.

14 15

SING E-PIECE RIM WHEE S

Illustrated, complete safe operating procedures are

provided on the wall chart “Mounting and Demounting

Procedures for Truck/Bus Tires” available from the

Department of Transportation, and OSHA.

The following minimum steps are recommended to

provide maximum safety when servicing single-piece

wheels:

• The tire must be completely deflated by the

removal of the valve core before demounting.

• Mounting and demounting of the tire must be per-

formed only from the narrow ledge side of the

wheel. Care must be taken to avoid damaging the

tire beads, and the tire must be mounted only on a

compatible wheel of mating bead diameter and

width. Proper tools must be used.

• A non-flammable bead lubricant must be applied to

bead and wheel mating surfaces before assem-

bling, unless the wheel manufacturer recommends

against the use of any lubricant.

• If a tire changing machine is used, the tire may be

inflated only to the minimum pressure necessary to

force the tire bead onto the rim ledge and create an

airtight seal before removal from the tire changing

machine.

• If a bead expander is used, it must be removed

before the valve core is installed and as soon as the

rim wheel becomes airtight (when the tire bead

slips onto the bead seat).

• The tire must always be inflated within a restraining

device/safety cage.

• The tire must not be inflated to more than the cold-

inflation pressure molded in the sidewall unless a

higher pressure is recommended by the manufac-

turer.

• Cracked, broken, bent, or otherwise damaged

wheels must not be reworked, welded, braced, or

other wise heated.

1. Check all metal surfaces thoroughly, including area

between duals and on inboard side of wheel.

Watch for:

a. Excessive rust or corrosion buildup

b. Cracks in metal

c. Bent flanges, resulting from road obstructions

d. Deep rim tool marks on rings or in gutter areas

e. Loose, missing or damaged nuts or clamps

f. Bent or stripped studs

g. Damaged or missing rim drive plates

h. Mismatched rim parts

2. Remove damaged rims or wheels.

3. Mark damaged or hazardous areas so that part will

be removed from service.

4. Replace damaged parts. Insure that replacements

are made with the proper sizes and types of rim

wheels.

5. Inflate tires only to recommended air pressures.

s spensions continued

r nning gear assembly rim and wheel inspection

and maintenance

NOTICE: Loose U-bolts can result in spring

damage. Improperly torqued bushing bolts can

produce premature bushing wear.

danger

Tires must only be inflated while in a restraining

device/safety cage.

danger

Be sure that replacements are made with the

proper sizes and types of rim wheels.

warning

Tire and wheel/rim servicing can be extremely

dangerous and must be done only by trained

personnel using proper tools and procedures.

nformation about tire and wheel servicing can

be obtained from:

US Department of abor

OSHA Publications Office

200 Constitution Ave, NW

Room Number N3626

Washington, DC 20210

Telephone: 800-321-6742

NHTSA

Auto Safety Hotline

1200 New Jersey Avenue, SE

Washington, DC 20590

Telephone: 800-424-99153

warning

Excessively corroded or cracked rims or rings

can be dangerous. Deflate tires prior to the

removal of rims or wheels from vehicle.

www.safercar.gov

RIM BASE CRACKS

Circumferential crack at back flange radius or bead set.

Causes: Overload and/or over inflation, damage due to

tire tools, tire bead deep pitting

or corrosion.

Circumferential cracks in

middle of rim.

Causes: Damage at valve slot

or elsewhere. Disc

weld problem.

Cracks in rim gutter.

Causes: Over inflation,

hammer damage,

or improper cleaning.

Butt weld projection.

Crack across mounting bevel

in a demountable rim.

Causes: Excessive clamping

torque or improper

components.

DISC FAI URES

Cracks at disc nave

and/or handhole.

Causes: Bad fit-up,

damaged hub, or

overload. Sharp

edge at handhole.

TUBE ESS RIM EAKS.

Circumferential crack

at bead set.

Caused by pitting and

erosion by the tire bead.

Circumferential crack

in well radius.

Caused by overload and

over inflation.

Circumferential crack

at attachment weld.

Caused by overload and

over inflation.

eak at butt weld.

Caused by cracked or

damaged weld.

eak at valve hole.

Caused by damage or

severe corrosion.

eak under tire bead,

groove or ridge across

bead seat.

Caused by corrosion,

tire tool marks, bent

flange or other damage.

TIRE CHANGES

1. Check all metal surfaces as listed in the section

Rim and Wheel Ins ection and Maintenance.

A more thorough check may be made, however,

after the tire has been demounted. Watch particu-

larly for the damages shown in this section, and

refer to recommendations if corrective measures

are required.

STUD HO E CRACKS

Hub or outboard drum may be damaged or broken.

Must provide flat backup.

Double-capnut wheel

mounting preload is force

applied to the disc by

torquing nuts. Inner cap

nut must be tightened

before tightening outer nut.

This surface should be

convex, not concave.

Cause: Loose cap nuts or insufficient preload due to

damaged threads or improper torquing or by worn out

nuts.

WHEE CRACKS

Handhole to handhole.

Handhole to studhole.

Handhole to rim.

Causes: Overloading.

Studhole to studhole.

Causes: Loose cap

nuts.(Also see chamber

problems).

Crack originating from

thin edge of bolt hole.

Cause: Damaged or

worn out chamfers.

Nut side.

Chamfer flared by nut.

Hex nut imprint.

Worn out nut.

Backup

area

chafed.

Chamfer extruded on

side opposite nut.

Cause: Too much torque

or improper nut.

17

rim /wheel problems

tire care

NOTE: Wheels with well-welded discs may not

be approved for use with radial tires.

NOTE: Openings between ends of split side

rings must not be less than 3/32" except where

the ring design calls for an abutting condition, or

more than 5/16" after ring is seated in during

operation. Split lock rings used with endless side

rings must not butt.

danger

Be sure that replacements are made with the

proper sizes and types of rims and rings.

16

PROPER INF ATION

Inspect trailer tires thoroughly and often, paying special

attention to inflation. Always use a reliable tire pressure

gauge. Always check when the tire is cool, inflating to

the recommended pressure for the maximum load to be

carried but not exceeding the pressure limit molded into

the tire and the rim or wheel rating. Always use valve

stem caps to keep a tight air seal and keep out dirt and

moisture.

Even with proper inflation, radial tires tend to show a

sidewall bulge normally associated with under inflation.

After mounting a new tire, recheck inflation pressure

after 48 hours.

Inflation pressure increases during normal operation as

tire temperature increases, often as much as 10 to 15

psi. Higher pressure may be a sign of overloading,

under inflation, excessive speed, improper tire size, or a

combination of these factors. Determine the cause of

any abnormal air pressure increase and correct it.

UNDER INF ATION is a tire’s greatest enemy. Check

tires with an accurate gauge before each trip and at

least once a week.

danger

Always inflate tires in a safety cage.

Running a tire under inflated can have serious

consequences in addition to reducing tread life. Heat

buildup can cause the tire body to deteriorate, resulting

in separation of the tread from the body or belt ply. A

soft tire overdeflects, causing fatigue breaks in the body

cords. Continued overdeflection causes breaks in the

body cord construction, leading to sudden air loss.

Running duals with one tire flat or severely under

inflated will lead to intense heat buildup in the flat or

low tire due to external and internal friction – to the

extent that the casing will likely burst into flames.

Also, one tire of a dual running flat or low means the

other is overloaded and may fail.

OVER INF ATION can also cause serious damage to

a tire. Because a tire is more rigid when over inflated, it

does not absorb road shocks as well. This can lead to

body breaks when impacting a bump or chuckhole.

It can stress the rim, leading to rim failure. And over

inflated tires are more likely to cut, snag, and puncture.

PROPER MATCHING AND SPACING OF DUA S

Mismatched dual tires force the larger diameter tire to

an overload condition, causing it to overdeflect and

overheat. The smaller diameter tire will lack complete

road contact and will wear faster and more irregularly.

Tread or ply separation, tire body breaks, and blowouts

can develop from mismatching duals.

Permissible diameter differences between a tire and its

dual mate having equal inflation pressure are:

1/4" for 8.25 cross section (tubeless 9-22.5)

and smaller sizes

1/2" for 9.00 cross section (tubeless 10-22.5)

and larger sizes

To determine the difference in diameter measure the

tires forty-eight hours after initial inflation with a steel

tape. Measurements on the trailer can be made by

string gauge, straight edge, tire caliper, or a large

square.

Proper spacing between duals is necessary to prevent

sidewall contact at the “six o’clock” position. Such con-

tact creates excessive heat which can destroy the tires.

TIRE BRANDING

Whenever possible, tire branding should be in the

branding panel on the sidewall of most truck tires.

Use extreme caution to prevent branding too deeply.

The ideal branding depth is 1/32", and in no case

should it exceed 1/16".

If no branding panel is on the tire, brand the sidewall

midway between the rim flange and the tire’s maximum

section width.

MIXING RADIA AND BIAS-P Y TIRES

Radial tires and bias-ply tires differ considerably in their

cornering force characteristics and spring rates. The

best overall performance usually can be achieved by

using tires of the same size and construction on all

wheels. However, different types of tires can be used in

combination on tandem axle trailers and multiple-axle

trailers under certain conditions.

Never mix different tire sizes or tire construction on the

same axle. Bias or radial tires may be used on either

axle of two-axle trailers if the trailer has dual rear

wheels or is equipped with wide-base single tires.

TUBE AND F APS

FOR TUBE-TYPE RADIA TIRES

Since the tube holds the air, the importance of the tube

in the satisfactory performance of the tire is obvious.

The flexing characteristics of a radial truck tire require a

special inner tube. Never use a tube that has not been

identified as being suitable for use with radial-ply tires.

Both tubes and tires must be the same size. For

example, a 10.00R20 tube must be used with a

10.00R20 tire, and the tube must be for a radial tire.

When using flaps, use radial flaps. Radial flaps are

manufactured especially for radial truck tires. For

correct flap size, check the tire manufacturer’s

specifications. Always check for the correct

designation before installing a flap in a radial truck tire.

Note: Always use new radial tubes and flaps when

mounting new tube-type radial tires.

Replace any tire that has fabric exposed through the

tread or sidewall, or that has less than 2/32" tread

depth.

18 19

TIRE LOADS

reat Dane Trailers, as required by the safety

regulations of the National Highway Traffic Safety

Administration has assigned a ross Axle Weight Rating

( AWR) for each axle on the undercarriage. (See exam-

ple certification plate at right)

The AWR and tire information shown on the vehicle

certification plate was applicable at the time the trailer

was manufactured. If the tires or other components of

the running gear have been changed or altered since

the trailer was manufactured, the AWR may have

changed. This should be checked with reat Dane

Trailers Customer Service Department.

Improper axle alignment with the trailer frame will cause

excessive tire wear and trailer “dogtracking”. In extreme

cases, depending on trailer length, the outer tire of the

curbside wheels may have little or no contact with the

road, causing the entire wheel load to be carried by the

inner tire. Also, trailers that “dogtrack” will not have

identical right and left turning characteristics, which

complicates driving in areas with narrow streets and

sharp turns. Even though reat Dane aligns every trail-

er’s axles prior to delivery, we still recommend that axle

alignment be checked and corrected if needed on initial

in-service and again every 20,000 miles.

When aligning axles, suspension should be in a natural,

relaxed state, free of any “binds” before taking meas-

urements. To achieve this relaxed condition, make sure

the vehicle is unloaded. Then roll it back and forth on a

level floor. Avoid brake application including parking

brakes. Vehicle must be level from side to side as well

as from front to rear.

To inspect the axle alignment, measure the distance

from the kingpin to the trailer axle on each side (and

from axle to axle for tandem-axles) as specified below.

But first fabricate a rigid S-hook that can be hooked

over the kingpin and attach a steel tape to it.

SING E-AX E PROCEDURE

1. Remove any parts of the undercarriage that will

interfere with the tape when it is stretched between

the kingpin and the ends of the axle – or avoid

removing the parts by using a Sweeny pogo stick

or equivalent device. Remove outer wheel if disc

type, or tire and rim assembly if steel spoked, or

entire assembly – depending on the wheel equip-

ment on the trailer.

2. Level trailer to its normal road condition.

3. With the S-hook and steel tape, measure the

distance from the kingpin to the center of the end

of the axle on each side (measurements A and B

on the single-axle illustration). These measurements

must be within 1/8" of each other.

TANDEM-AX ES PROCEDURE

1. With the tandem axles in their natural working

position, roll the trailer back and forth over a level

surface a few times to permit the connecting linkage

to position itself properly and center front and rear

wheel track.

2. Remove any parts of the undercarriage that will

interfere with the tape when it is stretched between

the kingpin and the ends of the front axle – or avoid

removing the parts by using a Sweeny pogo stick

or equivalent device. Remove outer wheel of this

axle if disc type, or tire and rim assembly if steel

spoked, or entire assembly – depending on the

wheel equipment on the trailer.

3. Level trailer to its normal road condition.

4. With the S-hook and steel tape, measure the dis-

tance from the kingpin to the center of the end of

the front axle on each side (measurements A and B

of the tandem-axles illustration).

These measurements must be

within 1/8" of each other.

tire care continued

NOTICE: Over inflation cannot increase the

carrying capacity of a tire above its maximum

rated load.

NOTICE: Never brand in the critical sidewall

flexing area near the tire maximum section width

of a radial ply tire. Branding that is too deep or

in the wrong place on the tire can result in tire

failure. Consult the tire manufacturer for more

detailed instructions.

danger

Tires operated in a flat condition may catch fire

resulting in potential product and property loss.

axle alignment

20 21

5. Measure the distance, on each side, from the cen-

ter of the end of the front axle to the center of the

end of the rear axle (measurements C and D of the

tandem-axles illustration). These measurements

must be within 1/16" of each other. (Illustrated is a

gauge that simplifies this measurement.) It can be

made of drill rod or pipe fittings. The materials and

details are less important than that the resulting

gauge be rigid and true. (The pointer arms of the

gauge should be parallel and in the same plane.)

CORRECTING MISA IGNMENT

If any of the related measurements are not within stated

dimensions, inspect the trailer suspension thoroughly

for loose, worn, or broken connecting and supporting

parts. Replace worn or broken parts. Then adjust the

suspension to bring the axle or axles into alignment.

When there is a slight amount of irreducible misalign-

ment in one axle assembly of a tandem-axles trailer,

the other can sometimes be moved a corresponding

amount in the opposite direction to reduce the tendency

of the trailer to “dogtrack”, but it should not be moved

more than 1/16" from its optimum alignment position.

This method of correcting misalignment is not recom-

mended as a permanent and sound solution – there is

no substitute for correctly installed and aligned axles.

The limits of 1/8" appear very small compared with the

overall dimensions of the trailer, but they are recognized

as the maximum permissible limits of misalignment.

Also, the relatively small size of these limits makes it

important that the measurements be accurate.

TOE-IN AND TOE-OUT

Toe-in and toe-out can be checked accurately with front

axle aligning equipment designed for automotive serv-

ice.

AX E CAMBER

Axle camber should be measured accurately on an

alignment machine made for the purpose. It is often

advisable to consult a qualified specialist with the

equipment both to measure and to correct errors of

camber. NOTE: Most trailer axles have no camber.

Inspect the kingpin and the upper coupler on the trailer

at regular intervals to be sure that they have not suffered

damage or undue wear. Although the kingpin is made

of hardened forged steel, it is still subject to wear and

can be chipped or broken with abuse. Always check

the bottom locking flange of the kingpin to determine

its condition. The upper coupler fasteners should be

inspected to see that they are in place and properly

tightened.

Before coupling the trailer to its tractor be certain that

the tractor fifth wheel is properly lubricated and the fifth

wheel jaws are open to receive the kingpin.

If the bottom rail attachment fasteners of a van upper

coupler are damaged they should be replaced with

fasteners of the same design and strength. Loose or

missing fasteners must be replaced. reat Dane should

be contacted for replacement information. If this infor-

mation is not available, rade 5 (minimum) bolts and

rade B (minimum) locking type nuts may be used but

must be torqued properly.

Be careful in selecting the proper bolt grip length so

that threads are not at the interface of the coupler/rail

joint. It is recommended that, if possible, the next

larger diameter fastener should be used to provide a

good tight fit. If this is not practical, then replace the

fastener with the same size as removed. Drill a

companion hole of the same diameter with proper

spacing between the holes and add an additional

fastener. This method assures adequate fasteners to

contain the upper coupler loads.

axle alignment continued

pper co pler and kingpin

1. Clean and check for proper operation. This should

be done at each TPM.

2. Inspect for worn, damaged or missing parts.

Replace only with compatible replacement

components.

3. Regularly lubricate the latch and lock pivots with a

light-oil lubricant. On models equipped with a

grease fitting, apply a small quantity of grease

through the grease zerk fitting.

4. Check mounting bolts for proper torque. For 3/4"

bolts with dry threads use 275-325 lb-ft for grade

5 bolts and 400-450 lb-ft for grade 8 bolts.

5. Check air plunger adjustment. Refer to the

recommendations of the pintle hook manufacturer.

6. The structural mounting assembly must be

inspected at each TPM to insure against fatigue

problems.

The support gear and brace system is designed to

support a fully loaded trailer at its rated VWR when

parked on a solid level surface. The brace system and

the mounting bolts should be maintained as manufac-

tured to provide a safe operating condition. Damaged

components must be replaced before the vehicle is

reloaded.

SUPPORT GEAR UBRICATION

1. Lubrication quantity and recommended intervals

vary according to the conditions in which the

support gears are operated. It is good preventive

maintenance to lubricate the support gear one

time during the first six months of use and every

twelve months thereafter.

2. In severe cold-temperature operations, many

fleets completely fill the top head and gear box

with a high-quality, low-temperature lubricant.

pintle hook

s pport gear

MAINTENANCE AND REPAIR

Federal Motor Carrier Safety Regulations for rear

impact guards require the proper maintenance and

repair of trailer guards. Trailer guards are subjected to

impacts and stress in docking and loading operations.

These impacts, as well as the stresses applied by the

use of dock restraint equipment, if excessive, can

damage any rear guard. A damaged guard may not

satisfy the performance requirements now mandated

by NHTSA and FMCSA, and may not be as strong as

originally designed and manufactured by reat Dane.

reat Dane cannot be responsible for a guard that

has been damaged, or for one that is not repaired in

accordance with reat Dane’s design and manufactur-

ing specifications.

Rear impact guards clearly now have attained the

status of safety equipment and are as important as

lighting and reflector systems or braking systems,

which are also regulated by NHTSA, FMCSA and most

state departments of transportation. Pre-trip inspec-

tions have for years included the DOT bumper. Now

the integrity of rear impact guards must be maintained

to meet NHTSA standards. Broken welds, bent

components, missing or loose fasteners, excessive

corrosion or other damage to any trailer guard will

likely affect its performance in the event of a rear-end

collision. For these reasons, detailed guard inspection,

service and repair records should be maintained on

all guards for your protection. Repairs must be made

in accordance with the guard’s original design specifi-

cations. Any question regarding the repair of a reat

Dane guard should be directed to one of reat Dane’s

Distributors or Branch Parts and Service facilities,

which are avail- able to discuss any proposed repair

with its customers. Where possible, reat Dane

recommends that all guard repairs be made at one

of reat Dane’s service facilities.

PRESERVATION OF EVIDENCE

In the unfortunate event that a reat Dane trailer is

impacted by another vehicle in a rear-end collision, it

is essential for the protection of both you and reat

Dane that the condition of the guard and its attach-

ments be documented immediately. If possible, photo-

graphs should be taken before the vehicles are sepa-

rated. Photographs should also be taken after separa-

tion, including photographs showing the trailer under-

structure and all guard attachment components.

These photographs should be taken before any repair

is made. Moreover, any guard components that are

removed as part of a repair should be labeled and

saved until all claims arising out of the accident have

been resolved. If you have any questions about these

instructions, please contact reat Dane’s Customer

Service Department.

rear impact g ard

BOLT TORQUE REQUIREMENTS

CLEA DRY THREADS

LB-FT

BOLT SIZE GRADE 5 GRADE 8

3/8" U C 30 45

3/8" U F 35 50

1/2" U C 75 110

1/2" U F 90 120

5/8" U C 150 220

5/8" U F 180 240

1" U C 580 900

1" U F 640 1000

Side and roof panels are critical structural members

of the trailer. Small holes can be patched using an

over- lay panel with blind rivets. Large holes may

require panel replacements. When repairing large

holes or when replacing full panels, use solid rivets of

2117-T4 aluminum for aluminum panels, or solid rivets

of type 302HQ for stainless steel panels.

FIBERG ASS-REINFORCED P YWOOD (FRP)

FRP panels are of a composite construction where

plywood is overlaid with fiberglass cloth, resins and

gelcoats. It’s very important that any cuts or scrapes

through the outer glass coatings be repaired immedi-

ately to protect against water intrusion into the plywood

core. If the plywood core is exposed to moisture for any

period of time delamination and/or rot may occur.

FRP panel connections to rails, front, and rear frame

connections are sealed with a high-grade sealer at the

time of manufacture. As with any coating or sealer, this

sealer may deteriorate due to age and weathering and

should be inspected and resealed as necessary after 24

months in service.

A reat Dane FRP repair manual is available upon

request.

BONDED ROOF

Your equipment should be directed to your qualified

reat Dane branch or dealer repair shop for proper

repairs. If this is not possible, you should contact reat

Dane for proper repair instructions and information on

necessary bonding materials.

d. Check all rollers for smoothness of operations

and have all sliding or otherwise damaged

rollers replaced.

e. Replace frayed, damaged or severely worn pull

straps.

f. Check the door lock to be sure that it is free,

and fully operational.

g. Replace broken or damaged hinges.

h. Periodically use a light lubricant (not grease)

on rollers, counterbalance hinges, and lock, as

necessary, to maintain a smooth door operation.

Regardless of who may have manufactured or installed

the access equipment, it has been installed for the

safe entry and exit of persons and/or products. It is

necessary that these items be included in your regular

Trailer Preventive Maintenance (TPM) Program.

These items must be checked for proper safety

operations. Welds and fastener connections must

be checked and corrected as necessary. Latches,

hold downs, etc. must be checked and must function

correctly. These items must be kept clean and free

of materials that may cause them to become slippery.

These items must be cleaned and degreased as

necessary for a safe operation.

2322

side and roof panels — vans

REAR FRAME

The rear frame should be inspected at regular intervals

for damage to the frame, doors and hardware from

impacts with loading docks, abutments or other devices

in the loading area. An area of particular concern is

damage to the rear posts at hinge butts. This can cause

binding, door distortion, and eventual failure to the door,

door hinges, or both.

DOORS

Check rear doors for damage or warpage to panels,

frame or hinges. Compression seals should be checked

to see if the seals need to be repaired or replaced to

ensure a tight closure. The seals around vent doors,

should be checked and maintenance performed as

needed. Interior linings or insulated doors should be

checked for damage or loose or missing fasteners and

repaired as required.

Safety equipment in the rear frame area (such as door

hold backs, grab handles, steps, ramps and slip-resist-

ant materials) should be inspected at TPM. If necessary,

they should be repaired or replaced.

HARDWARE

1. Check anti-rack rear door locks for damaged,

distorted, or cracked tubes resulting from impacts.

2. Check operation and engagement of cams

into keepers.

3. Inspect bearing plates for loose or

missing fasteners.

4. Check tamperproof fasteners in gravity

keepers and the top and bottom hinge.

5. Check the operation and engagement of the

third-point lock (on some models).

6. On insulated trailers, inspect the interior sealing

surfaces (PVC wedging) to be sure that the thermal

efficiency is maintained. Repair or replace any

components as needed.

OVERHEAD DOORS

If the door becomes difficult or impossible to operate,

have it repaired or adjusted by a qualified mechanic.

1. The door spring is constantly under extreme ten-

sion. Repairs and adjustments, especially to the

door counterbalance assembly, are potentially dan-

gerous and must be performed by qualified service

personnel only.

2. Clear any obstruction from the door tracks and the

base of the mounting angle where the door comes

down to the floor.

3. Perform regular inspection and maintenance on the

following items:

a. Be certain that all nuts and bolts are tight and

secure.

b. Check cables full length and at attachment

points and replace all frayed or otherwise

damaged cable.

c. Check cable drums for tightness against

bearings.

rear frame, doors and hardware

entry and exit

The floor system should be inspected regularly so that

the fail-safe rating that was manufactured into the floor

system can be maintained.

TOP F OOR

Check the top floor for loose or missing screws,

separated lamination or failing floor boards, deformed

crossmembers, rear impact area damage from forklift

traffic, weld separation, or fatigue cracks in aluminum

floors.

Undercoating on wood floors should be checked

periodically and re-undercoated if necessary.

(Every 24 months.)

CROSSMEMBERS

Deformed, twisted, or damaged crossmembers should

be removed and replaced with original equipment.

End-clip crossmember connections to bottom side rails

should be checked for loose, damaged or missing rivets

and the general condition of connections.

reat Dane should be contacted for fastener replacement

information. If this information is not available, rade 5

(minimum) bolts and rade B (minimum) locking type

nuts may be used but must be torqued properly.

Proper education and knowledge by the operators and

maintenance personnel using refrigerated trailers can be

beneficial in many ways: cleanliness, sanitation, mainte-

nance of reefer exteriors and interiors, lining finishes,

insulation efficiency, operation of doors, and mechanical

refrigeration units. Safety and profitable operation are

closely related, and they are dependent on the normal

operation care and thoroughness of the maintenance.

C EANING

Steam Method: Live steam does a good job of cleaning

and deodorizing. However, steam is harmful to wood

liners, sealers, and exposed vapor barriers, and it is not

recommended. If steam must be used, a waterproof

sealer should be applied to both sides and all edges to

protect the trailer.

Detergents: If detergents are used, they must be mild,

and they must be properly rinsed after application.

All joints should be resealed as required to maintain

a watertight seal.

floor system

ins lated trailer maintenance

warning

No attempt should be made to repair a bond-in-

place roof bow/roof sheet assembly without

a complete understanding of the design,

materials and the equipment needed to achieve

the proper repair.

warning

Trailer floors can become slippery. Be careful

when walking in or on the trailer. When floors

become slippery, they should be properly

cleaned and degreased, rather than using salt

or other chemicals to increase traction.

CAUTION: Loose connections will cause prema-

ture failure of the floor system. Loose connections

must be corrected as soon as they are found.

CAUTION: Insulated and refrigerated trailers are

designed to transport food and food products.

The vehicle must be clean before loading.

DO NOT transport products or use cleaning

agents in these trailers that could cause

contamination of any food product.

Exteriors: Cleaning the outside of refrigerated trailers

should be done the same way dry-freight vans are

cleaned. Live steam does a good job of cleaning and

brightening the exterior surfaces of van trailers.

Application of a protective transparent coating may be

used to protect the exterior surface from further oxida-

tion. Do not use brighteners or acids on the trailer.

Note: A trailer with open holes should not be steam

cleaned until the holes have been patched or panels

replaced. Allowing moisture or chemicals to enter the

walls or roof through holes will cause corrosion and

may add weight to the trailer.

CHECK INSU ATION EFFICIENCY

Weigh the trailer at regular intervals to determine if

there is moisture accumulation or water pickup

through condensation or leakage into the insulation.

Check for spots where water may leak out during clean-

ing, other than from regular drain holes. This indicates

water entrance into the insulation. The areas allowing

water to enter must be located and properly sealed.

Keep a record of the length of time the mechanical

refrigeration unit cycles and its frequency. An increase,

of an appreciable degree, in frequency and in duration

of the cycles, or both, could indicate a general deterio-

ration either in the trailer insulation or refrigeration unit.

Excessive air leakage may cause the refrigeration unit

to run for long periods of time. Excessive air leakage

indicates problems such as perforated walls or worn

out areas of door seals or door locks around vents, side

doors, and refrigeration units. These areas should be

repaired.

MOISTURE PICKUP THROUGH CONDENSATION

If it has been determined that you have moisture

contamination in the insulation cavity, you should

take one of the following steps:

a. Open the doors of the trailer and park it in the sun.

It takes several days of hot, sunny weather to

equalize water vapors trapped in the trailer body

with that of the outside air, or;

b. Place the trailer in a controlled-heat, paint-drying

oven to speed up the process of drying.

RAIN WATER EAKAGE

a. Check outside and inside of trailer for holes and

loose joint seams through which moisture may

seep.

b. Waterproof all openings immediately by patching

and sealing, or both, especially after accidents in

which body and roof skin may have been cut.

Synthetic-rubber-base-type sealer should be used

for closing all minor openings.

EXCESSIVE CYC ING OF REFRIGERATION UNIT

If the unit is operating properly, the excessive cycling

could be caused by:

a. Air transfer through leaking door seals.

b. Deterioration of insulation.

c. Unusually hot surrounding temperature.

d. Refrigeration unit improperly sized for the intended

temperature for that cargo.

SUBF OORS

Since subfloors are enclosed on the top side and open

at the bottom, they are subject to considerable road

splash and corrosion. Where they have deteriorated

they should be repaired or replaced.

DOORS, VENTS, HATCHES

When seals are worn out they must be replaced.

Check and correct, as required, the alignment of door

hinges and locks.

URETHANE FOAM F AMMABI ITY

Urethane foam has achieved an extensive history in a

variety of applications, including insulation in refrigerat-

ed trailers, because the performance of urethane insula-

tion has been superior to other materials.

One area of concern is the fire potential and flammability

of urethane when exposed during repair of surrounding

areas. Urethane foam is combustible like cork, wood or

other organic materials. When urethane is exposed to

the intense heat of welding, flame cutting or other hot

work wherein a high-density heat source is used in

repairing an insulated trailer, certain precautions must

be observed. Urethane foam burns (including fire-retar-

dant types) producing toxic smoke which may or may

not be visible to personnel.

PRECAUTIONARY MEASURES

Clean the work area. Never allow urethane scrap

or other organic materials to be in the work area or

around the trailer. Do not allow foam material to

accumulate on the job site.

1. Under no circumstances shall a direct flame be

allowed to contact urethane foam. Urethane foam

must be mechanically cut away and totally removed

from around the repair area by at least two feet or

an obviously safe distance away to prevent any

flame from coming in contact with the urethane

materials.

2. All combustible materials below the workpiece

must be removed to prevent ignition from hot

sparks or slag.

24 25

3. Should ignition or combustion of the urethane

become evident (flame, smoke, charring, odor, etc.),

hot work must be stopped immediately. All flames

must be extinguished and additional urethane

materials must be removed from the workpiece

and/or workplace before hot work is continued.

4. A fire watcher equipped with a 15-pound CO2or

dry-chemical extinguisher must be posted at the

job site during all hot work operations, and must

remain for at least 30 minutes after such operations

have been completed.

5. All work involving heat, especially burning and

welding, must be performed in a well-ventilated

area.

6. Interrupt burning and welding occasionally to

prevent a buildup of heat.

7. Workers shall know what to do in the event of an

emergency. Prior to work being started, workers

must be aware of how to contact fire and medical

personnel should the need arise.

8. In the event a urethane fire is encountered,

immediate steps shall be taken to avoid breathing

the toxic fumes associated with such fires.

Personnel fighting the fire must be equipped with

NIOSH-approved, self-contained breathing appara-

tus. Personnel not equipped with NIOSH-approved,

self-contained breathing apparatus must leave the

area immediately.

MAIN BEAMS

Platform trailers are constructed such that the main

beams provide both the load-bearing and load-carrying

capability. It is important that no welding, burning,

drilling, etc. ever be done on these main beams, as

the structural capability will likely be drastically affected.

No such items as sliding-base winches should be

added to these beams as they would tend to twist the

beams, especially on wide-frame platforms. The ability

of these beams to take loads would be impaired due

to the twisting.

If modification of the beam is ever necessary, the

factory should be consulted prior to doing the work.

CROSSMEMBERS

Crossmembers are used not only to carry loads into the

main beams but are also used to maintain the main

beams in a vertical direction. Any area where cross

members have been removed for any reason may

cause twisting of the main beams and could cause a

structural failure.

EXTENDAB E P ATFORMS

The extendable platforms have more inspection points

due to their complexity. In addition to the main rails and

crossmembers, the lock pins should be inspected for

proper protrusion and wear. If the diameter of the lock

pin has 1/4" or more of wear it should be replaced.

The lock-pin safety-lock mechanism should also be

inspected for proper operation. The two sections ride

on rollers that have fittings to allow them to be greased

at regular intervals. One additional caution is to keep

the caps on all air connectors when they are not in

use. These caps are necessary to keep dirt out of the

air system.

The fifth wheel on the dolly should be maintained in

accordance with the vendor’s recommendations. The

suspension should be maintained following the same

recommended preventative maintenance practices as

previously listed for trailers.

Maintenance of grease lubricants on the fifth-wheel

race is critical in the operation of multi-unit equipment.

Dry fifth-wheel tables will result in “sticking” of the

coupler plates during operation which can result in

a “whipping” action of the multi-unit equipment.

maintaining ins lation efficiency

platform trailers

converter dolly

safety meas res — rethane foam

ins lation trailer maintenance continued

warning

This trailer is insulated with urethane foam which

is an organic material.

The following precautions shall be observed:

1. Urethane foam will burn when exposed to

flame or extreme heat. Foam shall be shield-

ed with a thermal barrier when welding or

torch cutting in its vicinity. Fire extinguishing

equipment should be readily available.

2. Fires involving urethane can be extinguished

with water, carbon dioxide or dry chemicals.

Personnel fighting the fire shall be equipped

with N OSH-approved, self-contained breath-

ing apparatus.

warning

All coupling and safety devices associated with

multi-unit operation must be inspected prior to

each coupling to insure safe operation.

MOVEAB E SUSPENSIONS

1. Always check the condition of the

locking holes in the main beam.

Holes that are badly worn or elon-

gated will result in undue slack in

the slider unit, causing excessive

wear and suspension misalignment.

2. Always check to see that the hold-

down brackets, denoted as (A) in

the diagram at right, are in good

repair and have not been damaged.

Trailers should not be operated

if any of these brackets are not in

proper position.

3. Check the pin cage assembly bolts

for tightness after each year of

service. Re-torque to 380 lb-ft.

FIXED SUSPENSIONS

1. If the trailer is equipped with a fixed

suspension, visually inspect all

connections at regular intervals

to be sure there are no weld or

fatigue cracks.

2. All cracks must be properly repaired

and then re-welded.

MINOR A TERATIONS

These should be made in accordance with good shop

practices. Normally, minor alterations will not alter the

rating shown on the trailer certification plate. A possible

exception is the ross Axle Weight Rating ( AWR).

The AWR is the structural capability of the lowest-

rated member of the running gear components,

suspension and spring system, hubs, wheels and

drums, rims, bearings, brakes, axles, or tires.

If components are substituted that are of equal or

greater capacity than those used at the time of

manufacture, then the AWR need not be altered.

If components are substituted that have less capacity

than those used at the time of manufacture, the AWR

on the certification plate must be lowered to a corre-

sponding lower capacity.

MAJOR A TERATIONS

No major alteration of a reat Dane trailer should ever

be made without first consulting the reat Dane factory.

Major alterations can affect the structural integrity

of the trailer, and can alter the VWR and void the

trailer’s warranty coverage.

FEDERA MOTOR CARRIER SAFETY

There are many regulations that govern the use of

and safe loading of motor vehicles. These are user

requirements; therefore, they are your responsibility.

If information regarding these requirements is not

known to you or you need assistance, contact:

Federal Motor Carrier Safety Administration

Department of Transportation

1200 New Jersey Ave, SE

Washington, D.C. 20590

(855) 368-4200

or

the various states’ departments of transportation.

DURING EACH ANNUA FMCSA VEHIC E

INSPECTION

It’s a requirement that all trailer structures be inspected

for weld or fatigue cracks and/or loose fasteners and

corrected to O.E.M. specifications before they are

returned to service. Upper slide rail to crossmember

attaching welds and pintle hook assembly welds must

be included during inspection.

As a member of AdvantEDGE, reat Dane’s National Accounts Parts and

Service Program, you are connected to a nationwide parts and service network.

From consistent parts pricing and standardized labor times to controlled

ordering and invoicing processes, the program helps streamline your equipment

maintenance operation. AdvantEDGE membership is free and provides 24/7

emergency road service through hundreds of service locations in the U.S.

Enroll online or at any participating reat Dane branch or full-service dealer.

Learn more at

www.greatdanetrailers.com/AdvantEDGE

26

LOCKI G PI SHOW

WITH PROPER PI

E GAGEME T

SLIDE PAD

HOLD-DOW

BRACKET

MAI BEAM

(A)

Detail (A)

LOCKI G PI A D HOLD-DOW ASSEMBLY

27

r nning gear assembly

platform and c rtainside trailers

alterations to the trailer

Recommended Maintenance Practices Manual

Technology and Maintenance Council (TMC)

American Trucking Association

2200 Mill Road

Alexandria, Virginia 22314

TTMA Technical Bulletins and Recommended

Practices

Truck Trailer Manufacturers Association

1020 Princess Street

Alexandria, VA 22314

SAE Handbook

Society of Automotive Engineers

400 Commonwealth Drive

Warrendale, PA 15096-0001

Cast Beam Maintenance Manual XL-AR368-01

Duralite Suspension Maintenance Manual

XL-MS175-02

NS190 Series Maintenance Manual XL-AR415-01

NS400 Series Suspension/Slider Maintenance

Manual XL-AR320-01

Holland RL & AR Series Maintenance Manual

XL-AR316-01

Holland Binkley Landing ear XL-L 330-01

Mark V Landing ear Maintenance Manual

XL-L 225-01

The Holland roup

P.O. Box 425

Muskegon, Michigan 49443

www.thehollandgroupinc.com

How to Operate and Maintain Your Thermo King

Thermo King Corporation

314 West 90th Street

Minneapolis, Minnesota 55420

www.thermoking.com

Maintenance Manual No. 14 - Trailer Axles

Maintenance Manual No. 14S - RHP 11 Trailer Air

Suspension

MM-99108 Air Acuated Disc Brakes

MM-0420 Trailer Axles with Unitized Wheel Ends

MM-0180 Enhanced Easy-Stop Trailer ABS with PLC

MM-99-100 Disc Wheel Hubs/Brake Drum

Automatic Slack Adjuster Maintenance Manual

Meritor Tire Inflation Systems (MTIS) by P.S.I.

Installation and Maintenance Manual 14P

MM-96173 QPlus LX500 and MX500 Cam Brakes

Maintenance Manual No. 4 – Brakes

Maintenance Manual No. 1 – Lubrication

Arvin Meritor

Technical Communications

2135 West Maple Road

Troy, Michigan 48084

www.arvinmeritor.com

www.meritorWABCO.com

Trailer Suspensions – Maintenance Procedures

Hutchens Industries, Inc.

P.O. Box 1427 S.S.S.

Springfield, Missouri 65805

www.hutch-susp.com

Manual for Timken Tapered Roller Bearings

Timken Bearing Equipped – Your Key to Better

Maintenance

Let’er Roll – Bearing Maintenance Manual

The Timken Co.

1835 Dueber Ave. SW

Canton, Ohio 44706

www.timken.com

Alcoa – Wheel Service Manual

Aluminum Company of America

1501 Alcoa Building

Pittsburgh, PA 15219

www.alcoa.com/alcoawheels

Care & Service of Highway Truck Tires

– Radial & Bias

Rubber Manufacturers Association

1901 Pennsylvania Ave., N.W.

Washington, D.C. 20006

Installation and Field Maintenance for Spicer

Trailer Axles, Brakes & Components

Heavy Vehicle Technology Center

Dana Corporation – Division Office

6938 Elm Valley Drive

Kalamazoo, MI 49009

www.dana.com/trailers

Form No. 5011 Model TR Service Manual

Indian Head Industries / M M Brakes

8530 Cliff Cameron Dr

Charlotte, NC 28269

www.mgmbrakes.com

Stemco TQM Total Quality Maintenance

Stemco Manufacturing Company, Inc.

P. O. Box 1989

Longview, Texas 75606

www.stemco.com/tqm.pdf

Accuride Safety & Service Manual

Accuride Corporation

2315 Adams Lane

Henderson, Kentucky 42420

www.akwheels.com

Hendrickson

L578 Maintenance Procedures

L579 Alignment Procedures

L776 HUS Wheelend Maintenance Procedures

L839 Reapplying Axle Sealant Procedure

Hendrickson

800 South Frontage Rd

Woodridge, IL 60517-4904

www.hendrickson-intl.com

86 AR Slider Series Maintenance Procedures

Tuthill Industries – Reyco ranning

1205 Industrial Park Drive

Mt. Vernon, MO 65712

www.reycogranning.com

ConMet Wheel End Technology

ConMet

13940 Rivergate Blvd

Portland, OR 97203

www.conmet.com

Haldex

L30030 TrailerABS Installation & Service Manual

XLSB05401 Anchorlok Spring Brake Maintenance

L30033 Service Manual Truck and

Trailer Applications

Automatic Brake Adjusters

10930 N. Pomona Avenue

Kansas City, MO 64153

www.hbsna.com

Bendix Commercial Vehicle Systems LLC

901 Cleveland Street

Elyria, OH 44035

www.bendix.com

TSE Engineering Report

TSE Brake Actuators

3183 S. Parkway Drive

Fresno, CA 93725-2317

www.tsebrakes.com

Hayes-Lemmerz

Tech Info Bulletins T198-0001 through –0011

Hayes-Lemmerz

428 Seiberling Street

Akron, OH 44036

http://ch.hayes-lemmerz.com

CR Scotseal Technical Bulletin N TBF 9401

Chicago Rawhide

900 North State Street

Elgin, IL 60123

www.chicago-rawhide.com

unite Slack Adjuster Service Manual

unite Heavy Duty Brake Drums Maintenance &

Installation uide

unite Disc Wheel Hub Maintenance &

Installation uide

unite

302 Peoples Avenue

Rockford, IL 61104-7092

www.gunite.com

Walther EMC

3501 Shotwell Drive

Franklin, OH 45005

Truck-Lite

310 E. Elmwood Ave.

Falconer, NY 14733

www.truck-lite.com

rote

2600 Lanier Drive

Madison, IN 47250

www.grote.com

Technical Info – 7 Way Maintenance

Top Ten Cure for Corrosion

Phillips Industries

11250 Pagemill Road

Dallas, TX 75243

www.phillipsind.com

reat Dane Service Bulletin

No. 3371 with ts attachment

TMC56 Chassis Study roup Information

Report: 2002-1

MAINTENANCE MANUA BIB IOGRAPHY

For further data on how to obtain information on products not listed in this bibliography, contact Great Dane Trailers, P.O. Box 67, Savannah, Georgia 31402,

or the manufacturer of the specified product.

28

appendix

638 DMD 0117

$2.00 USD

www.greatdanetrailers.com

Great Dane and the oval are registered trademarks of Great Dane Limited Partnership.

drive away with more

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