The concept of a pre-service inspection applies to all equipment new to the fleet, whether new or used.

With used trucks, beginning with a “C” level PM inspection, and service, is recommended. All accessible nuts, bolts, and adjustments, such as lug nuts, hub nuts, axle nuts, bell housing bolts, motor mounts, dash screws, front-end alignment, etc.. not normally checked as part of a level C inspection should be checked, retorqued, and/or adjusted. Developing a pre-service checklist of what you consider key components is critical.

New trucks can benefit as well, making sure everything has been properly located and torqued. You’ll want to be sure that everything you specified is on the line-setting sheet and is actually on the vehicle. Checking the model and serial numbers, sizes, etc. of all components, and enter them into your tracking system.

Consider doing pre-service inspections on vehicles that have been inactive for a long period of time.

The follow-up inspection is part of the process, and the vehicle should not be considered fully in service until this step is completed. Allowing the vehicle to operate in the environment during a short "shakedown" period will allow any potential problems to be dealt with early.

You might also use the pre-service inspection process to familiarize drivers with the new vehicle.

Trailers should be looked at carefully too. A new trailer should be put through the same paces.

If you are going to add any special equipment to a vehicle during the pre-service period (lift gates, autogreaser, etc.) or at any other time, you will want to add a couple of steps to the process. First, verify that the alterations are legal by checking Part 393, Part 571, and Appendix G. Then be sure to add the work to your pre-service and inspection checklists.

The maintenance part of PM is comprised of scheduled and standardized inspections and maintenance. Sometimes referred to as “scheduled service". PM services are designated as A, B, C, D, etc. The graduated levels of service increase in depth and complexity.

PM A service, also known as a “maintenance check-out” or “safety inspection” and consists of a safety check and lubrication as well as checks of key components such as brakes, lights, tire condition and inflation, and fluids. It also includes checking and adjusting high-wear components. The average interval for PM A service is between 1,500 and 2,500 miles on light vehicles, and between 5,000 and 10,000 miles on medium- and heavy-duty vehicles.

PM B services include all PM A items, and also include an oil and filter change as well as checks of the engine and driveline. The normal interval for PM B service is 3,000 to 5,000 for light-duty vehicles and 10,000 to 20,000 for medium and heavy-duty vehicles. A download of the ECM and action on any trouble codes or problems reported by the ECM (if applicable), should also be done.

PM C service includes both PM A and PM B service and more extensive service (i.e. alignment, scheduled component replacement, DOT annual inspection, and other scheduled engine and driveline component inspection or replacement). Normally, PM C services are scheduled annually. Normally these are scheduled on at 11 month intervals.

PM D service is either a scheduled rebuild or replacement of a major component (e.g., engine, transmission, axle) or other service such as winterization or summerization and scheduled upgrade services.

An inspection lane is a designated lane or shop bay where vehicles entering and/or exiting the facility must check in or out. When a vehicle enters the inspection lane, a technician will do an inspection. Sometimes this lane is used to do PM A inspections, or strictly as a screening location.

During a screening the technician can check items such as driver complaints, body damage, fluid leaks and levels, lights, wipers, springs, brakes, tire pressures, and time or mileage since the last service. If a problem is discovered, the technician can then communicate and the vehicle can be scheduled for repairs or service.

Also, if the vehicle is being checked into the yard, the driver can submit his or her DVIR to the technician doing the inspection, beginning the DVIR process while in the inspection lane.

The inspection lane can be located within the shop, but it is more often located in the yard next to the shop because it’s more convenient for the driver to drive through an open area rather than back into or drive into a building. Also, having space available in the yard is more predictable.

It should be noted that the inspection lane supplements the driver inspection and the regular PM inspections; it does not replace them.

The inspection-lane route may be the best or most economical for every fleet. Some companies use a process of Yard Checks. Throughout the day, technicians will go through the yard and check the equipment that recently arrived. The yard checks consist of things such as brakes, tires, lights, body damage, and upcoming maintenance requirements. The technician then records all units in the yard, and the work was done on specific vehicles. When a vehicle needs major repair, or PM, the technician will tag the unit as due for maintenance or repair, and report it. It will then be worked into the shop for the necessary work.

Not all carriers use inspection lanes or yard checks, and rely on schedules and drivers reporting to the shop when a vehicle is due for PM or needs repair.

It’s important to remember to establish a PM schedule for trailers as well as trucks. Typical preventive maintenance scheduling for a trailer is:

T1 or TA services are scheduled every 3 months. This PM service includes an inspection and lubrication, including a check of the lights, tires, brakes, coupling devices, safety equipment, and any other systems, such as, refrigeration unit, sliding axles, etc..

T2 or TB PMs are scheduled every 6 months. This PM service includes everything in T1 and a more in-depth inspection, as well as additional maintenance, such as, pulling off hubcaps to check grease condition, retorquing lugs, etc..

T3 or TC services are usually scheduled each year. This includes everything in T1 and T2 services, as well as more extensive maintenance, such as an alignment or complete brake overhaul.

Auxiliary power units (APUs), refrigeration units, wet kits, hydraulic pony engines, and idle reduction equipment should all undergo the same scheduling process as the vehicles and trailers. The maintenance scheduling for these units can be rolled into the vehicle they are associated with. Examples would be servicing the wet kit on a vehicle each time the vehicle is serviced and servicing an APU as part of an annual inspection.