Out-of-service braking system defects (Repealed)

Any one of the following listed defects shall be considered to be an out-of-service condition. (a) Air brake system. (1) Absence of braking action upon application of the service brakes, such as brake shoe(s) failing to move upon application of a wedge, S-cam, cam or disc brake. (2) Missing or broken mechanical components including: shoes, linings, pads, springs, anchor pins, spiders, cam rollers, push-rods and air chamber mounting bolts. (3) Loose brake components including air chambers, spiders and cam shaft support brackets. (4) Audible air leak at a brake chamber. (5) Beyond readjustment limits. See adjustment limits Diagram No. 2, 3, 5 and 6. With air brakes applied at 80–90 psi if one brake is more than ¼ inch beyond the readjustment limit. (Example: Type 30 clamp type brake chamber push-rod measured at 2 ¼ inches would be a defective brake). (b) Brake linings or pads. (1) Linings or pads not firmly attached to the shoe. (2) Linings or pads saturated with oil, grease or brake fluid. (3) Air brakes. Lining with a thickness less than ¼ inch at the shoe center for drum brakes, or less than ⅛ inch for disc brakes. (4) Hydraulic and electric brake. Lining with a thickness 1/16″ or less, at the shoe center for drum brakes. (c) Missing brake. Missing brake on any axle required to have brakes in accordance with Federal Motor Carrier Safety Regulation FMCSR-CFR Title 49, 393.42 (b). (d) Unbalanced steering axle brakes. Steering axle brakes include power unit, full trailer, or dolly. When the difference in brake push-rod stroke between each side of a motor vehicle steering axle is ½ inch or more, or when one (1) of the brakes is ¼ inch or more beyond the readjustment limit. See Diagrams Nos. 5 and 6 for readjustment limit. (e) Parking brake. No brakes on the vehicle or combination are applied upon actuation of the parking brake control, including driveline hand-controlled parking brake. (f) Brake drum or disc. One (1) brake drum or disc (rotor) with an external crack or cracks that do not open upon brake application. (Note: Do not confuse short hairline heat cracks with flexural cracks.) (g) Brake hose. (1) Hose with any damage extending through the outer reinforcement ply. Rubber impregnated fabric cover is not a reinforcement ply. Thermoplastic nylon may have braid reinforcement or color difference between cover and inner tube. Exposure of second color is out of service. See Diagram No. 1. (2) Hose with audible leak at other than a proper connection. (3) Air hose cracked, broken or crimped. (4) Any brake line or hose that is in contact with any part of the exhaust system. (5) Tubing with an audible leak at other than a proper connection. (6) Tubing cracked, damaged by heat, broken or crimped. (7) Two hoses improperly joined, such as a splice made by sliding the hose ends over a piece of tubing and clamping the hose to the tube even if there is no movement at the splice. (h) Air pressure gauge. Missing or inoperative air pressure gauge. See Diagram No. 4. (i) Low pressure warning device. Missing, inoperative, or does not operate below 60 psi or (½) the governor cutout pressure, whichever is less, except if exempt under Federal Motor Carrier Safety Regulation (FMCSR). (j) Air pressure leakage. It will be necessary to record the pressure over a time interval corresponding to the test gauge increments for accuracy. (1) With the air system fully charged and the trailer lines connected (if applicable), stop the engine and with the brakes released, observe the time for a pressure drop of two gauge increments. If leakage rate with brakes released in one to five minutes exceeds: (A) 2 psi/minute for single vehicles. (B) 3 psi/minute for combination vehicles with additional 2 psi drop allowed for each additional towed vehicle. (2) After determining the pressure loss with the brakes released, make a full brake application and observe the time for a pressure drop of two gauge increments while the brakes are fully applied (engine off). If leakage rate with full brake application in one (1) minute exceeds: (A) 3 psi for single vehicles. (B) 4 psi for combination vehicles with additional 2 psi drop allowed for each additional towed vehicle. (k) Tractor-protection valve. Inoperable or missing air supply protection check valve(s) on power unit. (l) Air pressure build-up time. With trailer(s) uncoupled (if applicable) and tires chocked, fully charge the system to governor cut-out pressure. Make one (1) full brake application and note air pressure reading on gauge. Continue to reduce the air pressure by moderate brake applications to at least 10 psi below the governor cut-in pressure. Release the brake and run the engine at the manufacturers maximum recommended R.P.M. and determine the time required to increase the air pressure from the level achieved after one (1) brake application to the governor cut-out pressure. See Diagram No. 4. Vehicle is to be placed "Out of Service" if the time required to build up pressure from the level after one (1) brake application to governor cutout pressure is more than 30 seconds. (m) Air compressor. Normally to be inspected when readily visible or when conditions indicate compressor problems. (1) Compressor drive belts in condition of impending or probable failure. (2) Loose compressor mounting bolts. (3) Cracked, broken or loose compressor pulley. (4) Cracked, or broken compressor mounting brackets, braces or adapters. (n) Air reservoir. (1) Mounting bolts loose or missing, as determined by visible inspection of bolts. (2) Inoperable or missing air supply protection check valve(s). (o) Electric brakes. (1) Absence of braking action on a single brake wheel of a vehicle or combination of vehicles. (2) Missing or inoperable breakaway braking device. (p) Hydraulic brakes. Conditions found on systems including power assist over hydraulic and engine drive hydraulic booster. (1) Absence of braking action on a single brake wheel of a vehicle or combination of vehicles. (2) Master cylinder less than ¼ full, as normally inspected when readily visible or problems are apparent. (3) Seeping or swelling brake hose(s) under application of pressure. (4) Missing or inoperative check valve. (5) Any visually observed leaking hydraulic fluid in the brake system. (6) Hydraulic hose(s) abraded (chafed) through outer cover-to-fabric layer. (7) Fluid lines or connections restricted, crimped, cracked or broken. (8) Brake failure light/low fluid warning light on. (q) Condition of combination electric hydraulic booster power brake system. (1) Absence of braking action on a single wheel of a vehicle or combination of vehicles. (2) The fluid in the hydraulic pump reservoir is below the minimum level as defined by the manufacturer. (3) There are broken, kinked or restricted fluid lines or hoses. (4) There is any leakage of fluid, except for common wetting or weep, at the pump and steering gear hydraulic fluid circuit, or brake booster, or any of the line(s) or hose(s) in the system. (5) Hydraulic pump belts are frayed, cracked, or excessively worn. (r) Operation of combination electric hydraulic booster system. (1) Electric motor does not operate. (2) The brake warning light is not illuminated with the ignition (start) switch in "on" position prior to starting engine. (3) Pedal does not move slightly as engine is started while force is on brake pedal. (4) Brake warning light remains illuminated after engine is started. (s) Height sensing brake proportioning valve (HSBPV). If link is disconnected, broken, etc. on systems with HSBPV. (t) Vacuum brake system. (1) Insufficient vacuum reserve to permit one full brake application after engine is shut off. (2) Vacuum hose(s) or line(s) restricted, abraded, (chafed) through outer cover-to-cord ply, crimped, cracked, broken or has collapse of vacuum hose(s) when vacuum is applied. (3) Lacks an operative low-vacuum warning device when required. (4) If audible leak of air into brake vacuum system is heard. (5) Absence of braking action on a single brake wheel of a vehicle.