Great Dane 42101401 User Manual

MAINTENANCE

®

MANUAL

Part No. 42101401

Please route to the individual
responsible for trailer maintenance

MAINTENANCE
MANUAL

VANS

CONTENTS

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 Gear 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 Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Rear Impact Guard . . . . . . . . . . . . . . . . . . . . . . . . 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

PLATFORMS

CONTENTS

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 Gear 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 Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Rear Impact Guard . . . . . . . . . . . . . . . . . . . . . . . . 21

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

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

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

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

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

Running Gear Assembly . . . . . . . . . . . . . . . . . . . . 26

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

Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

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

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.

REPORTING SAFETY DEFECTS AND OTHER CLAIMS

Customer Service Phone Number: 877-369-3493

This vehicle was designed and quality inspected to
conform with all applicable National Highway Traffic
Safety Administration (NHTSA) safety standards. Great
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, Quality Assurance

Great Dane Limited Partnership

P.O. Box 67

Savannah, GA 31402-0067

2

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 Great 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
Great 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, 400 Seventh Street, SW,
Washington, DC 20590. You can also obtain other
information about motor vehicle safety from
http://www.safercar.gov.

INTRODUCTION

his manual has been prepared to assist you in retain-

T
ing the safety, dependability, and performance that are
built into Great Dane trailers. It is essential that this
trailer receives periodic inspections, maintenance, and
service parts replacement.

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

rogram will assure that you get the most from your

p
Great Dane trailer.

Maintenance should be performed by Great Dane
branches and dealers, or other qualified service outlets
that regularly provide such service. The Great Dane
Operator’s Manual covers pre-trip inspections, safety
and maintenance checks, and other helpful information
regarding Great Dane trailers. If you have questions
about this manual or its instructions, contact Great
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.

SAFETY PRECAUTIONS:

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.

You can get help in setting up your trailer preventive
maintenance program by sending for a “Trailer
Maintenance Manual.” Contact the Truck Trailer
Manufacturers Association, 1020 Princess Street,
Alexandria, Virginia 22314, Telephone: [phone].

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:

It 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.

The Great Dane Operator’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 Great Dane trailer. It is strongly recommended that you obtain specific maintenance
manuals provided by the manufacturers of the components specified on this trailer. Refer to the bibliography
in the back of this manual.

3

MAINTENANCE TIPS

REAKING-IN A NEW TRAILER

B

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

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

i
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

nits, tanks, steps, carriers etc.

u

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.

WHEELS

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.

LEAF-SPRING SUSPENSIONS

All tandem axles are aligned when new trailers leave
the factory. However, suspension fasteners may
sometimes loosen, 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
movement of the suspension equalizers.

When the mechanic has made sure all fasteners are
tight, he should use the 50-ft.-tape method, with axle

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

e
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 cause rubber bushing wear.

SLIDING-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 stop­ping distance, plus an increased potential for jackknif­ing 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.

ANNUAL FHWA INSPECTION

It is the carriers’ responsibility to make sure that the
vehicles operated by them are inspected and main­tained under this Federal requirement. During this
inspection, make sure the upper slide rail to cross­member 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 adjustments to
a new trailer’s door latches or hinges to “correct” door
closing. This will result in a poor sealing later on.

4

APPEARANCE MAINTENANCE

ppearance maintenance includes cleaning, polishing,

A
corrosion prevention and removal, and protective
coating. You must have a working knowledge of each
for the complete and proper appearance maintenance
of a Great Dane trailer.

ASHING AND CHEMICALS

W

Improper use of chemical cleaners has caused many
a newly delivered trailer 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 MATERIALS

Many chemical companies compound materials for
appearance maintenance, and some will even provide
instruction. 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.

NOTICE: Aluminum brighteners should not be used.

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

quipment only. Use of additives can cause damage to

e
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 actuators
should be removed regularly. Any air leaks that may exist
are difficult to find when they are encased in ice and mud.

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.

WINTER CORROSION MAINTENANCE

Magnesium and calcium chlorides used to control snow
and ice over our national 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 Great
Dane’s website, www.greatdanetrailers.com.

These references outline:

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
Great 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.

FREEZING WEATHER MAINTENANCE

Winter cold weather and its slush, sleet, and snow
present 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.

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 MILES:

❏ Check oil level in wheel hub and inspect wheel

hub for leaks

15,000 MILES 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 MILES:

❏ 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 MILES, ONCE A YEAR, OR AT BRAKE RELINE:

❏ 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

5

ELECTRICAL SYSTEM

GREEN
BROWN
WHITE

YELLOW
BROWN
WHITE

WHITE
WHITE-GREEN

BROWN

BROWN

GREEN
BROWN
WHITE

RED
BROWN
WHITE

BROWN

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

CAUTION

CONNECTOR WIRING CHANGE

NOTICE TO ALL

TRACTOR-TRAILER 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
equipment 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 tailer to a

tractor, MAKE SURE that the constantly powered
center pin WILL NOT UNINTENTIONALLY TURN
ON TRAILER 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 Great Dane Trailers Customer Service
Department.

The electrical system on every Great 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

anufacturer to indicate the appropriate specification

m
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. Factory­approved replacement parts should be used, and
replacement bulbs of equal candlepower should be
used for safety.

WARNING

TRAILER IS EQUIPPED WITH ANTILOCK BRAKE SYSTEM (ABS). NO. 7
(BLUE) CIRCUIT IS RESERVED FOR CONTINUOUS POWER SUPPLY TO
ABS. FOR MOST EFFECTIVE ABS OPERATION,TOWING VEHICLE MUST
SUPPLY MINIMUM OF 10 AMPS AT 12.5 VOLT S TO NO. 4 (RED) &
NO. 7 ( BLU E) CIRCUITS.

J560

SOCKET

FAILURE TO HEEDTHIS WARNING CAN RESULT IN PROPERTY
DAMAGE, SERIOUS INJURY OR DEATH.

NOTE: Electrical circuits may be protected by circuit
breakers located inside the front nose box.

COLOR CIRCUIT

PIN

1 WHITE GROUND RETURN TOTOWING VEHICLE
2 BLACK CLEARANCE, SIDE MARKER & ID LAMPS
3 YELLOW LEFT TURN SIGNAL & HAZARD LAMPS
4 RED STOP LAMPS & ABS POWER
5 GREEN RIGHT TURN SIGNAL & HAZARD LAMPS
6 BROWN TAIL, LICENSE, CLEARANCE &

7 BLUE ABS CONTINUOUS SHARED POWER

SIDE MARKER LAMPS

WIRING DIAGRAM

6

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

onductor numbers and wire colors.

c

WARNING Do not exceed 21 candlepower

for dome lamps. Stronger bulbs may generate

xcessive heat and start a cargo fire. Cargo

e
must be kept away from dome lamps. Dome
lamps must be turned off for over-the-road
operation.

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.

MAINTENANCE DURING MAJOR OVERHAUL
OF BRAKES

During a major overhaul, check the following parts and
replace them with original equipment parts or equal, as
required:

. Spiders – for looseness or sheared fasteners.

1

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.

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 Grafo 112X grease or equivalent.

Never replace fuses or breakers with metal foil or other
devices.

BRAKE MAINTENANCE

SCHEDULED 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.

WARNING Brake liners contaminated with

lubricant cannot be salvaged or cleaned.
They must be replaced.

For all fittings on cam shafts, meter-type fittings that
have a maximum of 40 psi pressure relief or shutoff
are recommended.

BRAKE LUBRICANTS

A high-temperature waterproof grease in a number 1
NLGI 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-G-25013C.

7

BRAKE CARE AND ADJUSTMENT

he trailer brake system will perform safely and

T
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

rakes can cause increased stopping distance, shorter

b
brake component life, and a greater tendency for the
trailer to jackknife.

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.

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

pply the brakes.

a

WARNING Serious air leaks in the trailer’s

raking system are hazardous conditions that

b
require the trailer to be placed out of service
until they are properly corrected

A schedule for periodic cleaning, inspection, adjustment
and lubrication of brake equipment should be estab­lished by the operator, based on past experience and
severity of operation.

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.

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 LINERS

The certified Gross Axle Weight Rating (GAWR) 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.

NOTICE: When replacing liners, be sure to use

liners with the same friction level as those
removed from the trailer so that the GAWR is
not reduced.

REFACING DRUMS

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.

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.

8

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 LINERS

o compensate for material removed when refacing

T
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").

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.

CAM PLATE SHIMS

hen standard liners are installed with worn or trued

W
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

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

r
and 1/16" thicknesses.

BRAKE DUST SHIELDS

The brake spiders used for mounting the brake shoe
assembly parts also become the mounting for optional
dust shields.

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.

BRAKE SHOE ROLLER CAM FOLLOWERS

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.

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.

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.

BRAKE ADJUSTERS

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 adjust­ment 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.

NOTICE: Automatic adjusters may seem to be

over-adjusting and may seem to be more
sensitive until brakes are properly burnished.

9

PARKING BRAKES

All axles (except some converter dolly axles) are

quipped with air/spring actuators. Each actuator is

e
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

upply line to the brake chamber will automatically

s
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
provided 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.)

DANGER DO NOT operate your trailer with

parking brakes caged or in any other way

isabled. Never attempt to open a brake

d

actuator. The internal spring is very dangerous.
Do not repair spring brakes. Discard only by
using proper, approved procedures. If this
procedure is not known, contact the actuator

anufacturer or Great Dane Trailers before

m
removing the actuator from the trailer. Never
operate the trailer with the end-cover cap removed.

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.

BRAKE BALANCE

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.

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.

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.

10

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.

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.

eeping an eye on your brake service records will also

K
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.

OIL SEALS AND HUB CAPS

OIL SEALS

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 INSTALLATION

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

2. Position the gasket.

NOTICE: Never reuse a gasket.

3. Install the hub cap. If you are installing a transparent
hub cap, install the reinforcing ring on the outside.
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.

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

8

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

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

8

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

A) For assemblies using a bending type lock-

washer, tighten jam nut with torque wrench
as follows:

Torque Lb-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 Lb-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".

WHEEL BEARINGS

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.

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.

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 Failure to torque the outer lock nut

properly could cause the wheel to come off
during vehicle operation.

11

INSPECTION

nspect the inner and outer wheel bearing cups, cones

I
and rollers for excessive wear or damage.

ECOMMENDED WHEEL BEARING

R
GREASE SPECIFICATIONS

Refer to bearing and axle manufacturer’s manuals for
inspection and replacement requirements.

LUBRICATION

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. Grease 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.

Soap Type – Lithium, 12-Hydroxy stearate

or equivalent.

Consistency – NLGI No. 2 or NLGI 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)

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 cavities
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.

OIL-LUBRICATED WHEEL BEARING

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

DANGER DO NOT USE GASOLINE. Also, do

not clean these parts in a hot solution tank or
with water and alkaline solutions such as sodium
hydroxide, orthosilicates or phosphates.

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-LUBRICATED WHEEL 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.

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
temperature 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).

NOTICE: Always clean cap and plug before

reassembly.

4. Rotate wheel and recheck lubrication level.

12

ubrication fill oil (static)

L

Check the rocker 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.

Fill to
oil level line
on hub cap
window

Lubrication fill semi-fluid grease (No. 00)

Fill to 3 and
9 o’clock level

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

SUSPENSIONS

WARNING Broken spring leaves, missing or

loose U-bolts, or other defective conditions likely
to cause axle shift are hazardous.

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 tailers 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.

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 obstruc­tions to movement during operations. If equalizer
movement is restricted by an obstruction, the axle
“walk” will not be sufficient and damage will result.

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 front 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.

13

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.

any air suspensions are equipped with air control

M
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, Great Dane may have
installed any of the following air-spring suspensions on
your new trailers.

RUNNING GEAR ASSEMBLY

nspection of upper running gear rail weld attachment

I
to the trailer for weld fatigue cracks is a requirement of
the annual FHWA inspection. All trailer structures
should be inspected for weld fatigue cracks and/or
loose fasteners and any found should be corrected as

part of routine PM (preventative maintenance) serv-

a
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.

Neway A.R. models
Reyco 86 A.R. models
Hendrickson models
Meritor models
Tuthill models

Please reference the bibliography in the back of the
manual to obtain address for ordering manufacturer­specific maintenance manuals.

LEAF-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 follow­ing 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.

2. If these bolts need replacing, use only Grade 5
(minimum) bolts with Grade B (minimum) locking­type 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 & WHEELS

WARNING Tire and wheel/rim servicing can be

extremely dangerous and must be done only by
trained personnel using proper tools and proce­dures. Information about tire and wheel servicing
can be obtained from:

US Department of Labor

OSHA Publications Office
Room N-3101
Washington, DC 20210
Telephone: [phone]

NHTSA

Auto Safety Hotline
400 7th Street SW
Washington, DC 20590
Telephone: [phone]

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.

NOTICE: Loose U-bolts can produce spring

damage. Improperly torqued bushing bolts can
produce premature bushing wear.

14

DANGER Tires must only be inflated while in a

restraining device/safety cage.

SINGLE-PIECE RIM WHEELS

llustrated, complete safe operating procedures are

I
provided on the wall chart “Mounting and Demounting
Procedures for Truck/Bus Tires” available from the
Department of Transportation, and OSHA.

he following minimum steps are recommended to pro-

T
vide 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 per­formed 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.

2. Remove damaged rims or wheels.

3. Mark damaged or hazardous areas so that part will
be removed from service.

ARNING Excessively corroded or cracked

W

rims or rings can be dangerous. Deflate tires
prior to the removal of rims or wheels from
vehicle.

4. Replace damaged parts. Insure that replacements
are made with the proper sizes and types of rim
wheels.

DANGER Be sure that replacements are made

with the proper sizes and types of rim wheels.

• A non-flammable bead lubricant must be applied to
bead and wheel mating surfaces before assembling,
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 cold­inflation pressure molded in the sidewall unless a
higher pressure is recommended by the manufacturer.

• Cracked, broken, bent, or otherwise damaged wheels
must not be reworked, welded, braced, or other wise
heated.

5. Inflate tires only to recommended air pressures.

RIM AND WHEEL INSPECTION
AND MAINTENANCE

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

15

UBELESS RIM LEAKS.

T

Circumferential crack at

ead set.

b
Caused by pitting and
erosion by the tire bead.

Circumferential crack in

ell radius.

w
Caused by overload and
over inflation.

RIM/WHEEL PROBLEMS

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.
Cause: 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 FAILURES

Cracks at disc nave
and/or handhole.
Causes: Bad fit-up,

damaged hub, or
overload. Sharp
edge at handhole.

Circumferential crack at
attachment weld.
Caused by overload and

over inflation.
Note: Wheels with well-welded discs may not be
approved for use with radial tires.

Leak at butt weld caused
by cracked or damaged
weld.

Leak at valve hole.
Caused by damage or
severe corrosion.

Leak 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 Inspection and Maintenance.”
A more thorough check may be made, however,
after the tire has been demounted. Watch particularly
for the damages shown in this section, and refer to
recommendations if corrective measures are required.

DANGER Be sure that replacements are made

with the proper sizes and types of rims and
rings.

16

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.

STUD HOLE CRACKS

ub or outboard drum may be damaged or broken.

H
Must provide flat backup.

WHEEL CRACKS

Handhole to handhole.

andhole to studhole.

H
Handhole to rim.
Causes: Overloading.

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.

Worn out nut.

Backup

area

chafed.

Crack originating from
thin edge of bolt hole.
Cause: Damaged or
worn out chamfers.

Nut side.

Chamfer extruded on side
opposite nut.
Cause: Too much torque
or improper nut.

Hex nut imprint.

Studhole to studhole.
Causes: Loose cap
nuts.(Also see
chamber problems).

TIRE CARE

PROPER INFLATION

DANGER Always inflate tires in a safety cage.

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.

Chamfer flared by nut.

Cause: Loose cap nuts or insufficient preload due to
damaged threads or improper torquing or by worn out
nuts.

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 INFLATION is a tire’s greatest enemy. Check
tires with an accurate gauge before each trip and at
least once a week.

17

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

verdeflects, causing fatigue breaks in the body cords.

o
Continued overdeflection causes breaks in the body
cord construction, leading to sudden air loss.

Running duals with one tire flat or under inflated can
lead to intense heat buildup in the flat or low tire due to
external and internal friction – to the extent that the
casing might burst into flames. Also, one tire of a dual
running flat or low means the other is overloaded and
may fail.

OVER INFLATION 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.

NOTICE: Over inflation cannot increase the

carrying capacity of a tire above its maximum
rated load.

DANGER Tires operated in a flat condition

may catch fire resulting in potential product and
property loss.

PROPER MATCHING
AND SPACING OF DUALS

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 con­tact creates excessive heat which can destroy the tires.

TIRE BRANDING

henever possible, tire branding should be in the

W
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.

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.

MIXING RADIAL AND BIAS-PLY 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 multiple­axle 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 FLAPS
FOR TUBE-TYPE RADIAL 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

TIRE LOADS

reat Dane Trailers, as required by the safety

G
regulations of the National Highway Traffic Safety
Administration has assigned a Gross Axle Weight
Rating (GAWR) for each axle on the undercarriage.
(See example certification plate below.)

The GAWR 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 GAWR may have
changed. This should be checked with Great Dane
Trailers Customer Service Department.

SINGLE-AXLE PROCEDURE

. Remove any parts of the undercarriage that will

1

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,

r tire and rim assembly if steel spoked, or entire

o
assembly – depending on the wheel equipment 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.

AXLE ALIGNMENT

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 Great Dane
aligns every trailer’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
measurements. 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.

TANDEM-AXLES 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.

19

5. Measure the distance, on each side, from the center
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

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

m
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 MISALIGNMENT

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 misalign­ment 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.

UPPER COUPLER & KINGPIN

nspect the kingpin and the upper coupler on the trailer

I
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.

lways check the bottom locking flange of the kingpin

A
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. Great Dane should
be contacted for replacement information. If this infor­mation is not available, Grade 5 (minimum) bolts and
Grade 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.

BOLT TORQUE REQUIREMENTS

This method of correcting misalignment is not recom­mended 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
service.

AXLE 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.

CLEAN DRY THREADS

LB-FT

BOLT SIZE GRADE 5 GRADE 8

3/8" UNC 30 45
3/8" UNF 35 50
1/2" UNC 75 110
1/2" UNF 90 120
5/8" UNC 150 220
5/8" UNF 180 240

1" UNC 580 900
1" UNF 640 1000

20

PINTLE HOOK

. Clean and check for proper operation. This should

1

be done at each TPM.

2. Inspect for worn, damaged or missing parts.
Replace only with compatible replacement

omponents.

c

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.

REAR IMPACT GUARD

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.

hese impacts, as well as the stresses applied by the

T
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 Great Dane.
Great Dane cannot be responsible for a guard that has
been damaged, or for one that is not repaired in
accordance with Great Dane’s design and
manufacturing specifications.

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.

SUPPORT GEAR

The support gear and brace system is designed to
support a fully loaded trailer at its rated GVWR when
parked on a solid level surface. The brace system and
the mounting bolts should be maintained as manufac­tured to provide a safe operating condition. Damaged
components must be replaced before the vehicle is
reloaded.

SUPPORT GEAR LUBRICATION

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.

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 inspec­tions 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 specifications. Any
question regarding the repair of a Great Dane guard
should be directed to one of Great Dane’s Distributors
or Branch Parts and Service facilities, which are avail­able to discuss any proposed repair with its customers.
Where possible, Great Dane recommends that all
guard repairs be made at one of Great Dane’s service
facilities.

PRESERVATION OF EVIDENCE

In the unfortunate event that a Great Dane trailer is
impacted by another vehicle in a rear-end collision, it is
essential for the protection of both you and Great Dane
that the condition of the guard and its attachments be
documented immediately. If possible, photographs
should be taken before the vehicles are separated.
Photographs should also be taken after separation,
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 Great Dane’s Customer Service
Department.

21

SIDE AND ROOF PANELS – VANS

ide and roof panels are critical structural members of

S
the trailer. Small holes can be patched using an over­lay 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

luminum for aluminum panels, or solid rivets of type

a
302HQ for stainless steel panels. Refer to the TTMA
Maintenance Manual.

DOORS

heck rear doors for damage or warpage to panels,

C
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

erformed as needed. Interior linings or insulated

p
doors should be checked for damage or loose or
missing fasteners and repaired as required.

FIBERGLASS-REINFORCED PLYWOOD (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 immedi­ately to protect against water intrusion into the plywood
core. If the plywood core is exposed to moisture for a
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 Great Dane FRP repair manual is available upon request.

BONDED ROOF

Your equipment should be directed to your qualified
Great Dane branch or dealer repair shop for proper
repairs. If this is not possible, you should contact Great
Dane for proper repair instructions and information on
necessary bonding materials.

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.

Safety equipment in the rear frame area (such as door
hold backs, grab handles, steps, ramps and slip-resist­ant 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 third­point 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 tension.
Repairs and adjustments, especially to the door
counterbalance assembly, are potentially dangerous
and must be performed by qualified service person­nel only.

REAR FRAME, DOORS
AND HARDWARE

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 hinge, or both.

22

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.

d. Check all rollers for smoothness of operations

and have all sliding or otherwise damaged
rollers replaced.

. Replace frayed, damaged or severely worn

e

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.

ENTRY AND EXIT

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.

FLOOR SYSTEM

The floor system should be inspected regularly so that
the fail-safe rating that was manufactured into the floor
system can be maintained.

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.

CROSSMEMBERS

eformed, twisted, or damaged crossmembers should

D
be removed and replaced with original equipment.
End-clip crossmember connections to bottom side rails
should be checked for loose or missing rivets and the
general condition of connections.

CAUTION

Loose connections will cause premature failure
of the floor system. Loose connections must be
corrected as soon as they are found.

Great Dane should be contacted for fastener replace­ment information. If this information is not available,
Grade 5 (minimum) bolts and Grade B (minimum)
locking type nuts may be used but must be torqued
properly.

INSULATED TRAILER MAINTENANCE

Proper education and knowledge by the operators and
maintenance personnel using refrigerated trailers can
be beneficial in many ways: cleanliness, sanitation,
maintenance 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.

CLEANING
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.

TOP FLOOR

Check the top floor for loose or missing screws,
separated lamination or failing floor boards, deformed
crossmembers, rear impact 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.)

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.

23

xteriors: Cleaning the outside of refrigerated trailers

E

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

e used to protect the exterior surface from further

b
oxidation. Do not use brightener on the trailer.

XCESSIVE CYCLING OF REFRIGERATION UNIT

E

If the unit is operating properly, the excessive cycling

ould be caused by:

c

a. Air transfer through leaking door seals.

b. Deterioration of insulation.

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 may cause corrosion and
may add weight to the trailer.

CHECK INSULATION 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
cleaning, 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 deterio­ration 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.

MAINTAINING INSULATION
EFFICIENCY

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 LEAKAGE

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.

c. Unusually hot surrounding temperature.

d. Refrigeration unit improperly sized for the intended

temperature for that cargo.

SUBFLOORS

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
to a point where they no longer function as effective
vapor barriers and water seals, 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.

SAFETY MEASURES —
URETHANE FOAM

URETHANE FOAM FLAMMABILITY

Urethane foam has achieved an extensive history in a
variety of applications, including insulation in refrigerat­ed trailers, because the performance of urethane insu­lation 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-retar­dant 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

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 mate-

ials must be removed from the workpiece and/or

r
workplace before hot work is continued.

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

2

or dry-

PLATFORM TRAILERS

AIN BEAMS

M

Platform trailers are constructed such that the main

eams provide both the load-bearing and load-carrying

b
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

dded to these beams as they would tend to twist the

a
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.

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
apparatus. Personnel not equipped with
NIOSH-approved, self-contained breathing
apparatus must leave the area immediately.

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 shield­ed 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 NIOSH-approved, self-contained
breathing apparatus.

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 cross­members have been removed for any reason may
cause twisting of the main beams and could cause a
structural failure.

EXTENDABLE PLATFORMS

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.

CONVERTER DOLLY

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.

WARNING All coupling and safety devices

associated with multi-unit operation must be
inspected prior to each coupling to insure safe
operation.

25

RUNNING GEAR ASSEMBLY —
PLATFORM AND CURTAINSIDE
TRAILERS

MOVEABLE SUSPENSIONS

. Always check the condition of the locking holes

1

in the main beam. Holes that are badly worn or
elongated 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 below, are in good
repair and have not been damaged. Trailers should
not be operated if any of these brackets are not in
proper position.

If components are substituted that are of equal or
greater capacity than those used at the time of
manufacture, then the GAWR need not be altered.

f components are substituted that have less capacity

I
than those used at the time of manufacture, the GAWR
on the certification plate must be lowered to a corre­sponding lower capacity.

MAJOR ALTERATIONS

No major alteration of a Great Dane trailer should ever
be made without first consulting the Great Dane factory.
Major alterations can affect the structural integrity
of the trailer, and can alter the GVWR and void the
trailer’s warranty coverage.

FEDERAL MOTOR CARRIER SAFETY

There are many regulations that govern the use 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:

(A)

LOCKING PIN SHOWN
WITH PROPER PIN

NGAGEMENT

E

SLIDE PAD

etail (A)

D
LOCKING PIN AND HOLD-DOWN ASSEMBLY

MAIN BEAM

HOLD-DOWN
BRACKET

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.

ALTERATIONS TO THE TRAILER

MINOR ALTERATIONS

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 Gross Axle Weight Rating (GAWR).

Federal Motor Carrier Safety Administration
Department of Transportation
Room 4223
400 – 7th Street, S.W.
Washington, D.C. 20591

or

the various states’ departments of transportation.

DURING EACH ANNUAL FMCSA VEHICLE
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.

The GAWR is the structural capability of the lowest­rated member of the running gear components, sus­pension and spring system, hubs, wheels and drums,
rims, bearings, brakes, axles, or tires.

26

MAINTENANCE MANUAL APPENDIX

CHIEF OPERATING OFFICER

W A R R A N T Y

VANS AND PLATFORM TRAILERS

EXPRESS OR IMPLIED, ON USEDTRAILERS.

ALL USED TRAILERS ARE SOLD IN “AS IS” CONDITION AND THERE ARE NO WARRANTIES,

SAMPLE

THE DESCRIPTION OF THE FACE HEREOF.

NO WARRANTY OF MERCHANTABILITY IS MADE, AND THERE ARE NO WARRANTIES WHICH EXTEND BEYOND

THE EXPRESS WARRANTY HEREIN IS IN LIEU OF ANY AND ALL OTHER WARRANTIES, EXPRESS OR IMPLIED.

LIMITED PARTNERSHIP. Transportation expenses to the repair facility are to be borne by the Purchaser.

manship. This warranty will expire sixty (60) months from date of manufacture, and repairs under this warranty shall be at repair facilities designated by GREAT DANE

portion of said trailer which was manufactured by GREAT DANE LIMITED PARTNERSHIP, and which has failed as a result of a defect in materials or in work-

The sole and exclusive remedy of Purchaser under this warranty shall be the repair or replacement, at the option of GREAT DANE LIMITED PARTNERSHIP, of any

Rating (GAWR) listed on the name plate. Total weight of lift truck and cargo must not exceed published floor rating.

Rating (GVWR) set forth on the vehicle identification plate fastened to the trailer at the factory, and the loading of each axle must not exceed the Gross Axle Weight

does not subject the trailer to strains or impact greater than are imposed by normal use. Total weight of trailer and cargo must not exceed the Gross Vehicle Weight

which means the loading, unloading, and transportation of uniformly distributed legal loads of noncorrosive cargo, adequately restrained and secured, in a manner which

tions stated herein, that the described new trailer shall be free from defects in materials and workmanship, when properly maintained, and under normal use and service

This is to certify that GREAT DANE LIMITED PARTNERSHIP warrants to the first purchaser only (hereinafter referred to as "Purchaser"), subject to the condi-

The express warranty herein does not apply to any trailer which shall have been repaired or altered without prior written approval of GREAT DANE LIMITED

(1) Tires, refrigeration units, batteries and lift gates to which the manufacturer’s warranty applies; (2) Parts, accessories and other items which are specified

and tear and because of which, replacement may have to be made during the warranty period.

Trailer Serial No. ___________________________

Date Delivered _____________________________

warranty provisions apply to any trailer which has been subjected to misuse, abuse or accident.

The express warranty provisions herein does not apply to, and GREAT DANE LIMITED PARTNERSHIP makes no warranties, express or implied, with respect to

PARTNERSHIP in any way so as, in the judgment of GREAT DANE LIMITED PARTNERSHIP to adversely affect its stability or reliability; neither shall the express

by Purchaser; (3) Used items furnished by Purchaser for installation on new Great Dane trailers; and (4) Items which, while not defective, are subject to fair wear

With respect to parts, accessories and other items which are standard on new Great Dane trailers, the express warranty herein is limited in time and scope to those con-

loss, or other consequential or incidental damages alleged to have been caused by any defect in the trailer.

ditions contained in the warranty of the manufacturer of the part or accessory.

GREAT DANE LIMITED PARTNERSHIP and Purchaser agree that GREAT DANE LIMITED PARTNERSHIP will have no liability for any cargo loss, usage

The provisions of this warranty shall be interpreted and construed in accordance with the Laws of Georgia.

IN WITNESS WHEREOF, GREAT DANE LIMITED PARTNERSHIP has caused this warranty to be signed by its duly authorized officer.

REV 07/04

27

MAINTENANCE MANUAL BIBLIOGRAPHY

Recommended Maintenance Practices Manual

echnology and Maintenance Council

T

American Trucking Association

200 Mill Road

2

lexandria, Virginia 22314

A

TMA Trailer Maintenance Manual

T

Truck Trailer Manufacturers Association

020 Princess Street

1
Alexandria, VA 22314

TMA Technical Bulletins and Recommended

T
Practices

SAE Handbook

Cast Beam Maintenance Manual XL-AR368-01
D
XL-MS175-02
N
NS400 Series Suspension/Slider Maintenance
Manual XL-AR320-01
Holland RL & AR Series Maintenance Manual
XL-AR316-01
Holland Binkley Landing Gear XL-LG330-01
Mark V Landing Gear Maintenance Manual
XL-LG225-01

How to Operate and Maintain Your Thermo King

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

Trailer Suspensions – Maintenance Procedures

ruck Trailer Manufacturers Association

T
1020 Princess Street
Alexandria, VA 22314

ociety of Automotive Engineers

S
400 Commonwealth Drive
Warrendale, PA 15096-0001

uralite Suspension Maintenance Manual

S190 Series Maintenance Manual XL-AR415-01

The Holland Group
P.O. Box 425
Muskegon, Michigan 49443
www.thehollandgroupinc.com

Thermo King Corporation
314 West 90th Street
Minneapolis, Minnesota 55420
www.thermoking.com

Arvin Meritor
Technical Communications
2135 West Maple Road
Troy, Michigan 48084
www.arvinmeritor.com
www.meritorWABCO.com

Hutchens Industries, Inc.
P.O. Box 1427 S.S.S.
Springfield, Missouri 65805
www.hutch-susp.com

Manual for Timken Tapered Roller Bearings

imken Bearing Equipped – Your Key to Better

T
Maintenance

et’er Roll – Bearing Maintenance Manual

L

Alcoa – Wheel Service Manual

Care & Service of Highway Truck Tires
–

Installation and Field Maintenance for Spicer
T

Form No. 5011 Model TR Service Manual

Stemco TQM Total Quality Maintenance

Accuride Safety & Service Manual

Hendrickson
L578 Maintenance Procedures
L579 Alignment Procedures
L776 HUS Wheelend Maintenance Procedures
L839 Reapplying Axle Sealant Procedure

86 AR Slider Series Maintenance Procedures

ConMet Wheel End Technology

he Timken Co.

T
1835 Dueber Ave. SW

anton, Ohio 44706

C
www.timken.com

luminum Company of America

A

501 Alcoa Building

1
Pittsburgh, PA 15219

ww.alcoa.com/alcoawheels

w

Radial & Bias

Rubber Manufacturers Association

901 Pennsylvania Ave., N.W.

1
Washington, D.C. 20006

railer Axles, Brakes & Components

Heavy Vehicle Technology Center

ana Corporation – Division Office

D
6938 Elm Valley Drive

alamazoo, MI 49009

K
www.dana.com/trailers

Indian Head Industries / MGM Brakes
8530 Cliff Cameron Dr
Charlotte, NC 28269
www.mgmbrakes.com

Stemco Manufacturing Company, Inc.
P. O. Box 1989
Longview, Texas 75606
www.stemco.com/tqm.pdf

Accuride Corporation
2315 Adams Lane
Henderson, Kentucky 42420
www.akwheels.com

Hendrickson
800 South Frontage Rd
Woodridge, IL 60517-4904
www.hendrickson-intl.com

Tuthill Industries – Reyco Granning
1205 Industrial Park Drive
Mt. Vernon, MO 65712
www.reycogranning.com

ConMet
13940 Rivergate Blvd
Portland, OR 97203
www.conmet.com

Haldex

30030 TrailerABS Installation & Service Manual

L
XLSB05401 Anchorlok Spring Brake Maintenance

30033 Service Manual Truck and

L

railer Applications

T
Automatic Brake Adjusters

0930 N. Pomona Avenue

1
Kansas City, MO 64153

ww.hbsna.com

w

endix Commercial Vehicle Systems LLC

B

01 Cleveland Street

9
Elyria, OH 44035

ww.bendix.com

w

TSE Engineering Report

SE Brake Actuators

T
3183 S. Parkway Drive

resno, CA 93725-2317

F
www.tsebrakes.com

Hayes-Lemmerz

ech Info Bulletins T198-0001 through –0011

T

Hayes-Lemmerz

28 Seiberling Street

4
Akron, OH 44036

ttp://ch.hayes-lemmerz.com

h

CR Scotseal Technical Bulletin N TBF 9401

Chicago Rawhide
900 North State Street
Elgin, IL 60123
www.chicago-rawhide.com

Gunite Slack Adjuster Service Manual
Gunite Heavy Duty Brake Drums Maintenance &
Installation Guide
Gunite Disc Wheel Hub Maintenance &
Installation Guide

Gunite
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

Grote
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

Great Dane Service Bulletin

No. 3371 with ts attachment
TMC56 Chassis Study Group Information
Report: 2002-1

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

®

$2.00 USD

PO BOX 67 • LATHROP AVENUE • SAVANNAH, GA 31402

0509DMD