Post-Trip Vehicle Inspection Checklist

Tie the DVIR to the right asset. Record the tractor unit number, trailer number, and the trip / load number from the TMS so the shop can match defects to a specific power unit when scheduling repairs.

Switch the ELD duty status from driving to on-duty not driving before stepping out for the walk-around. Post-trip inspection time is on-duty under Part 395; logging it as off-duty is a falsification finding in an audit.

Steers must hold ≥4/32" across major tread grooves; drives ≥2/32". Look for sidewall cuts, bulges, separation, mismatched duals, or any tire flat on the bottom — all CVSA out-of-service conditions under Part 393.75.

Look for cracked or oil-soaked chambers, broken clamps, and pushrod travel beyond the marked stroke limit. Two or more brakes out of adjustment on the same axle puts the unit OOS under CVSA criteria.

Headlights, turn signals, marker lights, clearance lights, and ICC bumper reflectors. A single inoperative required lamp on the front, side, or rear is a Part 393.9 violation and a roadside citation.

Check the ground beneath the engine, transmission, fuel tanks, and DEF tank. Any active oil, coolant, fuel, or DEF drip is a defect — note location and approximate rate so the shop can triage before the next dispatch.

Verify the fifth wheel jaws are still locked around the kingpin with no gap at the plate. Inspect gladhands, air lines, and the electrical pigtail for chafing, cuts, or loose mounting.

Same tread and damage standards as drives (≥2/32"). Check leaf springs and air bags for cracks, broken leaves, or a deflated bag, and confirm mud flaps are present and within 6 inches of the ground.

For dropped trailers, confirm doors are closed, sealed, and the seal number matches the BOL. For empty units, check that straps, chains, and load bars are stowed per Part 393 Subpart I so they don't become loose hardware on the next load.

Reefer trailers only. Confirm the unit is in continuous or cycle-sentry mode per the load instructions, the set point matches the BOL, return-air temperature is in spec, and fuel is at or above the carrier's drop-yard minimum.

Three reflective triangles, charged fire extinguisher with current inspection tag, spare fuses (if not all circuit-breaker protected), accident packet with witness cards, and the post-accident drug-test info card. Replace anything used during the trip.

Fuel receipts feed IFTA jurisdiction-by-jurisdiction reporting; missing receipts force estimated miles and audit risk. Signed BOLs / PODs are required for billing — drop them in the scanner or driver app before leaving the yard.

Record arrival and departure times at each shipper and consignee that exceeded free time, plus any lumper, layover, or stop-pay events. Without driver-noted times the carrier loses the detention invoice.

Part 396.11 requires the driver to prepare a written DVIR at the end of each driving day covering the items in 396.11(a). Honest defect reporting protects the carrier in litigation; copy-paste "no defects" on a tractor with a known issue destroys the defense.

For every defect found, write a one-line description (component, location, symptom) and attach at least one photo. The shop uses this to scope the repair before the driver arrives, which cuts dwell time on the next dispatch.

If any defect meets CVSA out-of-service criteria — brake stroke over limit, flat tire, inoperative steer-axle brake, leaking fuel — hang the OOS tag on the steering wheel and notify the night dispatcher so the unit isn't pre-assigned to a morning load.

Driver signature certifies the inspection per Part 396.11(c). The mechanic countersigns after repairs; the next driver signs acknowledging the repair before operating. Keep DVIRs on file for at least three months.