Will it pass a DOT inspection?
Photo or description — Rig Pig checks it against DOT out-of-service criteria.
At the window?
Show the officer a summary card — latest check, measurements, credential status. Big text, read-only, phone stays in your hand.
Just hooked a trailer somebody else dropped?
The second you pull it, its defects are your record. Two-minute photo walk — check each off as you shoot.
Shoot anything questionable before you move — a timestamped photo is the difference between their defect and your violation.
Measure it — some calls are a number, not discretion
Some defects aren't judgment calls — CVSA puts a hard number on them. Measure before you roll. (CVSA OOS Criteria + 49 CFR; revised every April.)
- Strap webbing cuts. Total up cuts, burns, holes through the webbing: over 3/4 in. (4-in. strap), 5/8 in. (3-in.), 3/8 in. (2-in./1-3/4-in.) — defective. Also 25%+ stitching separated, any knot/splice/repair. (CVSA Tiedown Defect Table.)
- Brake hose chafing. Hose resting on a component: fine. Chafing that reaches the outer reinforcement ply: violation, out-of-service territory. Worn cover, no ply showing: discretion zone.
- The 20% brake rule. 20%+ defective service brakes = out of service. Since April 2026, a disconnected service gladhand counts toward the 20% instead of automatic OOS.
- Rims. Missing rim material over 3 in. in the bead area = out of service (April 2026).
- Rotor rust (air disc brakes). Severe rust on the rotor friction surface = defective brake (counts toward the 20%).
- Air suspension. Deflated air bag = out of service, even if the truck sits level. Cracked/broken/loose/missing suspension parts violate 49 CFR 393.207.
- Missing WLL tag. Unmarked strap: U.S. default = 1,000 lb per inch of width (49 CFR 393.108); Canada = zero. Can't read the tag? Don't rate it full.
Everything else: officer's discretion. When a number exists, the tape measure settles it.
Brake stroke — the test the camera can't do
Brakes are the #1 OOS category (39.1% of vehicle OOS orders, CVSA 2026 Roadcheck). Pushrod stroke is invisible in a photo — do the officer's two-minute test:
- Build air to 90–100 psi, engine off, parking brakes released.
- Chalk the pushrod right at the brake chamber face, brakes released.
- Fully apply the service brakes (helper or pedal prop); measure chalk mark to chamber face = applied stroke.
- Compare to the limit for that chamber size — stamped on the chamber or the table below.
Readjustment limits — clamp-type chambers (49 CFR 393.47(e)):
| Chamber type | Standard stroke limit | Long-stroke limit |
|---|---|---|
| 16 | 1-3/4 in. | 2 in. |
| 20 | 1-3/4 in. | 2 in. (2-1/2 in. if marked 3-in. rated stroke) |
| 24 | 1-3/4 in. | 2 in. (2-1/2 in. if marked 3-in. rated stroke) |
| 30 | 2 in. | 2-1/2 in. |
| 36 | 2-1/2 in. | — |
Past the limit: out of adjustment (49 CFR 393.47). 1/4 in.+ past the limit = defective brake (20% rule). Auto slack adjuster keeps going out of stroke? Something upstream is worn — don't keep hand-adjusting. Flag it for the shop, write it on the DVIR.
This coach covers the mechanical side. For the air side: in the Study Guide — the automatic-fail procedures, plus the daily-driver versions.
The reefer module — cold-chain pre-trip
A reefer that dies silently at 2am announces itself as a rejected load at the receiver. This is claim prevention, not DOT compliance — walk it before you roll. Every photo here saves to your Evidence Locker with a timestamp.
1. Setpoint vs. the BOL
Confirm the setpoint against the shipper's bill of lading — not dispatch's verbal. The classics that get loads rejected: ice cream ships at -20°F, bananas at 58°F. Wrong setpoint is your claim, not theirs.
2. Pre-cool
3. Fuel math
A healthy reefer burns roughly 0.5–0.75 gal/hr (older units, frozen setpoints, or summer heat burn more). Do the math before the fuel island is behind you.
4. Box walk — seals, drains, chutes
5. Temp recorder
6. At delivery — pull the proof
Saved on this phone, works offline. Photos land in the Evidence Locker with timestamps — the dated record is what wins a claim dispute.
The seal is the story — cargo-theft seal discipline
Cargo theft is changing shape: fewer thefts, far bigger losses. Verisk CargoNet counted 677 thefts in Q2 2026 with losses more than doubling to $304.6M — an average of $564,009 per theft — and the ATA tracks strategic theft (fictitious pickups, carrier impersonation) up 1,500% since 2021. The load's last line of defense is you, at the dock, with a camera. This is theft prevention, not DOT compliance — and a timestamped seal photo is your chain-of-custody proof if a load ever comes up short.
1. At pickup — photo it, then check the number
Close-up, number readable — zoom in and check the shot before the doors close. A blurry seal photo proves nothing.
2. The redirect rule — hang up and call back
The modern theft isn't a broken seal — it's a phone call. On Oct 3, 2026, New Jersey police interrupted a scheme where a driver was talked into diverting $273K of frozen seafood to an unauthorized transfer point by someone impersonating the legitimate broker. The defense is procedural:
- Any call or text changing the delivery — new address, different receiver, "meet our guy instead" — hang up.
- Call back dispatch and the broker at the numbers on your BOL and paperwork — never the number that just called you, never a number from a text.
- No confirmation on the callback? The load does not move on new instructions. A real broker will never object to you verifying.
3. At delivery — verify it before you break it
Photo the seal before breaking it, then read the number against your pickup record. If the number changed, the seal was swapped en route — and your photos are the evidence that it didn't happen on your watch.
Saved on this phone, works offline. Photos land in the Evidence Locker with timestamps — if a claim ever lands, the dated seal record is what clears you.
Evidence pack — built for DataQs
Why keep your own records?
DataQs = FMCSA's system for challenging bad inspection data (it feeds your CSA score). File a Request for Data Review (RDR) when your record is wrong.
Burden of proof is on you. Winning filings attach one or two decisive, dated documents — a photo from that morning, or that day's DVIR.
Rough timeline (Sept 2026 reform; check FMCSA): state opens it ~7 days; decision ~21; reconsideration ~21 more; final review ~45. Evidence must be attached up front.
E-DVIRs legal since March 23, 2026. Carriers keep DVIRs only 3 months — keep your own copy. Email each pack to yourself in case the phone is lost.
This pack supports your filing — Rig Pig files nothing and promises no outcome.
Your evidence records (this phone only)
Every DOT check auto-saves here — date, description, verdicts, photo, and location (when you use the camera). Or save the current one as a standalone record. Works offline.
Yard walk — trailer inventory
Walk the yard, snap each trailer's number. Rig Pig reads the number, tags where you're standing, and builds the list. If you've joined a fleet, your fleet sees it too.
Your yard list (this phone only)
Numbers are AI-read — verify before relying on them. Entries are driver-reported.
CDL Study Guide
Most-memorized, most-failed part of the CDL skills test.
Practice Tests
From the CDL manual. Pick a test, get your score.
Driver gear worth your money
For people who live in the seat. Links earn Rig Pig a small commission — no cost to you.
Garmin dezl — truck GPS
Knows your height, weight, and hazmat class — won't route you under a 12'6" bridge. The trucking standard.
Check price on AmazonPurple seat cushion
Ten hours in a stock seat adds up. Grid cushion takes tailbone pressure off without going flat.
Check price on Amazon12V portable fridge
Ice runs get old. 12V compressor fridge off truck power — pays for itself in skipped meals.
Check price on AmazonTrucker Bluetooth headset
Holding a phone in a CMV is a federal violation. A noise-cancelling headset keeps you legal.
Check price on AmazonDash cam
Your word against theirs is a losing game. Settles fault arguments in minutes.
Check price on Amazon12V food warmer
Hot meals at rest areas, no sit-down prices. Plug in before your break.
Check price on AmazonSleeper mattress topper
Stock bunks are punishment. Memory foam = actual sleep.
Check price on AmazonTPMS — tire pressure monitors
Slow leaks become blowouts. Cab display catches drops first.
Check price on AmazonPortable jump starter
Dead batteries at 3 a.m., nowhere. Lithium pack starts a diesel — no waiting.
Check price on AmazonNo junk, no paid placements — if it's here, drivers use it.
Where to drive
Carriers that hire new CDL grads. Pay changes — verify on each company's site before signing.
How to read a job offer
- CPM is half the story — ask practical vs. HHG miles.
- Accessorials — detention, layover, tarping, extra stops. Strong accessorials can beat high CPM.
- Home time: get the schedule in writing — "weekly" vs. "34 hours every 10 days" are different lives.
- Training contracts: "free CDL training" = you owe 9–12 months. Leave early, owe thousands. Read the contract.
- Lease-purchase as a rookie: you take the expenses, they keep the control. Drive company first.
Carriers that hire new grads
Swift Transportation (Knight-Swift)
Dry van, reefer, flatbed. Own driving academies, hires new grads at scale.
driveforswift.com →Prime Inc.
Reefer, flatbed, tanker · Springfield, MO. Paid training with an instructor. Lease program: read the fine print.
primeinc.com →J.B. Hunt
Intermodal, dedicated, truckload. Strong dedicated accounts — regular routes, regular home time.
jbhunt.com →Maverick Transportation
Flatbed (glass, lumber). Thorough securement training. Hires new grads.
maverickusa.com →Stevens Transport
Refrigerated. Own driving school; reefer freight runs year-round.
stevenstransport.com →Questions to ask any recruiter
- Practical or HHG miles — and average weekly miles for new drivers?
- Training contract length — what do I owe if I leave early?
- Exact home-time schedule — in writing.
- Pet and rider policies.
- Detention/layover pay rates and when they kick in.
- Benefits cost per paycheck?
Rig Pig takes no placement fees from any carrier here.
Your credentials — the other pre-trip
Your paperwork needs a pre-trip too. At the window, the violation lands on whoever's holding the wheel. Missing/expired medical card = #1 driver OOS category (Roadcheck 2026, ~27–28%). Two minutes here beats getting parked.
DOT medical card
Paper-card era is over: NRII exemption ended October 12, 2026. Your result must show in your state's electronic CDL record — passing the physical isn't enough if it never transmitted.
State record doesn't show it? Call your examiner and licensing agency before you roll. You can't argue a missing record at the window.
Cab documents audit
Slip-seat? Check the trailer you just hooked. Its sticker and paperwork are your problem the moment you hold the wheel.
The chain-up coach
Carry-it-or-else, by state, plus the how-to for a tandem tractor. Compiled October 2026 from published sources — not field-tested. Rules change; check the state DOT or 511.
Chain season is open
Colorado carry mandate on (since Sept 1); Montana and B.C. open; Washington opens Nov 1. Pick a state for its rules.
Carry isn't install — the legal layer
Two different laws, two different tickets. Mixing them up is the classic chain-season trap.
The two laws
CARRY — the calendar law. In Colorado, Washington, Montana, and B.C., during the window below the device must be on board — on a blue-sky day, with no control posted and no snow in sight. Not carrying is a fine all by itself (Colorado: ~$50 just for not carrying, per CDOT). The officer doesn't need a storm; he just needs to look in your side box.
INSTALL — the posted law. When DOT or patrol posts chain controls, the device must be on the tires. That's a separate, bigger ticket (Colorado: ~$500 for not installing), and it exists in every state here, window or no window.
The trap: a driver can be legal on install all winter and still get written up in October for carry — or cross a state line mid-trip and drive into a carry window that wasn't open where he started.
| State | Must-carry window | Who / where |
|---|---|---|
| Colorado | Sept 1 – May 31 | CMVs 16,001+ lbs (or 16+ passengers). CDOT's page: I-70, Dotsero (MP 133) to Morrison (MP 259); the expanded law adds US-40 / 50 / 160 / 285 / 550 and CO-9. |
| Washington | Nov 1 – Apr 1 | Vehicles over 10,000 lbs GVW, on the listed mountain routes (I-90, I-82, SR-2, SR-12, SR-97, SR-410, SR-20, SR-155, SR-970, SR-14, SR-542). Plus: at least 2 extra chains on board at all times, posted or not. Apr 2 – Oct 31: carry only when posted. |
| Montana | Oct 1 – Apr 30 | Motor trucks 26,001+ lbs GVW towing a trailer, anywhere chains may be required. Four-wheel-drive vehicles are exempt from the carry rule (not from install-when-posted). |
| British Columbia | Oct 1 – Apr 30 | Designated routes outside Greater Vancouver / Victoria (some routes end Mar 31): carry chains or traction devices. |
| California · Oregon · Wyoming | No date window | No calendar carry mandate — the rule is install-when-posted, year-round. But no chains on board = no entry into a California chain-control area, and Oregon signs order both carry and use. |
Sources: CDOT · WSDOT · Montana DOT · Caltrans · WYDOT · gov.bc.ca. Verified Oct 2026.
The device trap — legal here, not there
The device that satisfies one state can be worthless at the next checkpoint. Same trip, same box, different answer:
- Colorado — cable chains are banned on single-drive-axle combinations. CDOT: under Chain Law Level 1, single-drive-axle combos must chain all four drive wheels and "cables are not permitted as an alternate traction device." On tandems, cables ride along only with real chains on the outside tires of one drive axle — and cables and AutoSocks can't be combined.
- Colorado names AutoSock — most states don't. Colorado's commercial rules list AutoSock as an approved device for most configurations. Cross into a state whose rule never names it and you're asking the officer to improvise in your favor.
- California — cables are "usually" permitted, until they aren't. Caltrans: cable chains may not be permitted for big rigs under severe conditions, as determined locally — and on I-80 over Donner Pass, heavy trucks are usually required to have link-type chain on at least the main drive axle. The set that passed screening at the bottom can be turned around at the top.
- Washington — metal or it doesn't count. WSDOT/WAC: chains must be two-sided hardened metal with a cross-chain on the road — no plastic. The State Patrol may approve another device only if it's equivalent in performance (cable chains are allowable). A textile sock isn't named: equivalence is the patrol's call, not yours.
- Wyoming Level 2 — the rule says "tire chains." WYDOT's Level 2 text for commercial vehicles is chains on at least two drive wheels, opposite ends of the same drive axle. No sock or alternative device is named in the rule — don't count on one there.
- British Columbia — steel only for the big trucks. 11,794+ kg: steel chains on most major highways. No socks, no cables. (gov.bc.ca)
Officer's-discretion rule: if your device isn't named in that state's rule, whether it counts is decided at the checkpoint, by the officer, and the risk sits with you — never with the app, the store that sold it, or the state you just left. When the device is your only traction, carry real link chain that satisfies the strictest state on your route.
State chain-law lookup
Carry = on board. Use = on the tires. No discretion discount at a chain checkpoint.
Running somewhere else? The Land Line 2025 U.S./Canada chain-law guide covers the rest state by state.
Where the iron goes
Each state's rule for a tractor-trailer. Tandem tractor: all four tires of the primary drive axle get chained.
California — 8 chains on an 18-wheeler
Single drive axle: all four tires. Duals: outside tires of each drive axle. Trailer: one tire each side. Nothing on steers. (Caltrans)
Oregon — 6 chains
Primary drive axle: all four tires. Both powered: outside tire each side of each. Trailer: two tires, staggered. (ODOT)
Washington
Outside tires on both drive axles + one tire each side of each trailer axle. Wide-base singles: every drive tire. Steel only — no plastic; cables OK. (WSDOT)
British Columbia
All four tires of the main drive axle. No trailer requirement. 11,794+ kg: steel chains only — no socks or cables. (gov.bc.ca)
Wyoming — Level 2 controls
Level 2 posted: chains on two drive wheels, opposite ends of the same axle. (WHP)
The physical how-to
Per BC CVSE and manufacturers. Practice in a dry lot before you need it in a storm.
- Stage it right. Pull fully in, hazards on, brake set. Lay chains untangled, traction side down. Gloves on. (BC CVSE; KÖNIG)
- Drape. Chain over the tire, fastener outside. Keep hooks clear; tuck excess under. (BC CVSE)
- Inside first. Inside fastener as tight as possible, then outside. (BC CVSE)
- Drive-on and re-hook. Roll until hooks are at axle height. Inner first, tight, then middle, then outer. (BC CVSE)
- Tension it. Tighten the D-cam. No cams? Spring/bungee tensioners — loose chains beat up fenders. (BC CVSE)
- Roll and retighten. Roll ~100 m (KÖNIG) to a quarter-mile (via Overdrive), stop, retighten. Chains loosen like fresh wheel nuts — retighten at your next stop too. (KÖNIG; Overdrive)
- Run slow and smooth. 30 mph max. Gentle accel, early braking — no wheelspin. Spinning chews tread. (Overdrive)
- Get them off dry pavement. Controls lifted and pavement bare? Pull over, take them off — dry pavement destroys chains fast. Reverse to remove: tensioners, outer hook, inner hook. (KÖNIG)
What it costs to get it wrong
Fines, as reported — check current schedules
- Colorado: ~$50 not carrying · $500 not installing · ~$1,000 + ~$156 blocking the highway. (CDOT)
- Montana: $250 min; $750 if you close the highway.
- Oregon: $880 Class A violation. (ODOT)
- Wyoming: up to $250; $750 if lanes close. (WHP)
- California: CHP cites at active checkpoints — no confirmed figure. Check first.
2,700+ Colorado CMV chain citations in one season (CSP) — closures trigger the biggest fines.
Chain-up checklist
Saved on this phone, works offline.