What 393.209A-STSWNS means in plain language
A 393.209A-STSWNS citation is issued when a roadside inspector finds that your commercial motor vehicle has a wheel or rim that is cracked or broken. This is a structural defect—not a minor cosmetic issue. A compromised wheel or rim can fail suddenly under load, causing loss of control, tire blowout, or collapse of the axle assembly.
The regulation targets wheels and rims as critical load-bearing components. If a wheel or rim shows visible cracks, breaks, or has lost structural integrity, your vehicle will be flagged. This applies to drive axles, trailer axles, and steering axle wheels equally.
The citation focuses on the condition of the wheel or rim itself—the metal structure that holds the tire and distributes brake force and suspension load. Even hairline cracks can propagate rapidly at highway speeds, making this a safety-critical defect.
What our enforcement data actually shows
Across our 13 million+ roadside inspection records, 393.209A-STSWNS has been cited 122 times all-time, with 68 citations in the last 12 months and 10 in the last 90 days. This code ranks #1367 out of 3,036 FMCSR codes by citation volume—relatively uncommon but not rare.
What makes this citation severe is the out-of-service outcome. Our data shows that 96.7% of all-time 393.209A-STSWNS citations resulted in an out-of-service order (118 of 122). This is dramatically higher than the all-FMCSR average OOS rate of 31.4%. In other words, inspectors place this violation out of service at roughly three times the average frequency across all federal motor carrier codes.
Only 4 citations in the all-time database were not placed out of service. This tells you that when an inspector cites wheel or rim damage, they are nearly certain your vehicle cannot continue. The citation is not a warning—it is a roadside halt.
Over the last 12 months, enforcement volume has averaged roughly 6 citations per month. The trend shows a spike in November and December 2025 (10 citations each month), suggesting seasonal factors, followed by moderation through early 2026.
Who gets cited most
Our inspection records show the highest concentration of 393.209A-STSWNS citations in three states over the last 180 days:
Georgia led with 7 citations, all resulting in out-of-service orders (100.0% OOS rate). Utah recorded 6 citations, similarly all out-of-service (100.0% rate). Pennsylvania reported 4 citations, all out-of-service (100.0% rate).
California stands out as an outlier: 3 citations in the last 180 days, but only 1 resulted in an out-of-service order (33.3% OOS rate). This suggests either a difference in enforcement discretion or vehicle types operating in that region, but the sample size is small.
Across all enforcement, no single carrier dominates. Our data shows fleets such as Cajenn Construction and Rehabilitation Services Inc (USDOT 1551698) and Sonia Rocio Quintana Menchaca (USDOT 3912176) with 2 citations each all-time. No pattern of repeated violations by the same operator is apparent, indicating this is a sporadic maintenance failure rather than a systematic fleet issue.
How severe is this compared to similar codes
Wheel and rim defects fall within the vehicle maintenance category. Comparing 393.209A-STSWNS to peer codes reveals stark differences in enforcement frequency and severity:
393.9(a) — Inoperable required lamps has been cited 660,737 times, with a 15.4% out-of-service rate. Lamp defects occur far more often but are placed out of service much less frequently.
393.78 — Windshield condition defective shows 157,894 all-time citations with only a 0.3% OOS rate. Windshield damage is common; roadside enforcement is lenient.
396.3(a)(1) — Inspection/repair/maintenance general records 236,919 citations with a 45.3% OOS rate, which is higher than lamps but still half the OOS rate of wheel/rim cracks.
This comparison underscores that while 393.209A-STSWNS is cited rarely, it is treated as a severe, non-negotiable safety defect. The 96.7% out-of-service rate signals federal enforcement sees wheel and rim failure as carrying unacceptable risk.
How to avoid it
Preventing a 393.209A-STSWNS citation requires systematic wheel and rim inspection during pre-trip and routine maintenance intervals.
-
Walk the entire vehicle before departure. Circle both sides of your tractor and trailer. Run your hand along the visible rim surface on every wheel, feeling for cracks, bulges, or rough spots. Pay special attention to the areas where the rim connects to the hub and where the tire bead sits. Our inspection data shows wheel defects are visible to the naked eye and touch—they are not hidden.
-
Inspect after rough road conditions and impacts. If you hit a pothole, debris, or curb, stop within the next 30 minutes and walk the wheels on that side. Cracks often form immediately after impact and can spread rapidly at highway speed. Co-occurring violations show fuel leaks and cab defects appearing alongside wheel cracks, suggesting vehicles in poor overall condition; if you've hit something hard, assume your wheels absorbed the shock.
-
Check lug nuts and rim seating weekly. Loose or missing lug nuts can cause rim wobble, which leads to cracking. Freightliner vehicles account for 27 of the 122 all-time citations, and International trucks for 13. Whether your tractor is a Freightliner, Peterbilt, Kenworth, or another make, confirm lug nuts are hand-tight (not loose, not over-torqued) and the rim is seated flush against the hub.
-
Have wheels inspected professionally every 90,000 miles or annually. A mechanic with a rim straightness gauge and magnet can detect cracks smaller than your eye can see. This is not a pre-trip task but a scheduled maintenance requirement.
-
Do not weld or repair cracked rims. The moment a crack is detected, the wheel or rim must be replaced. Welding reduces the remaining fatigue life and is not a legal repair under DOT standards. If you discover a crack at a roadside inspection, your truck is out of service until the rim is replaced—plan for this as a major expense item.
Our data shows this violation occurs sporadically across carriers and regions, indicating it is a maintenance discipline issue rather than a model-specific defect. Consistent pre-trip diligence and routine professional inspection will eliminate your exposure.