During rake test, the drop in pressure for both brake pipe and feed pipe should not exceed 0.2 kg/cm² per minute.

A long nose internal circlip plier is specifically required to safely remove the circlip from its groove.

A dummy coupling head is used to block the outlet port of the hose coupling during leakage testing.

Leakage tests are performed at both the minimum (85±10 mm) and maximum (130±10 mm) piston stroke settings.

BP flows through the solex jet to the control reservoir, controlling the charging rate.

When the double release lever is pulled, the overcharged control reservoir should return to the normal regime pressure of 5 kg/cm².

The brake cylinder piston stroke should be between 85 mm and 130 mm, with 130 mm being the maximum permitted.

The handle must be manually reset to its normal position before the brake pipe pressure is recharged.

The safety collar, secured with a spring dowel sleeve, holds the adjuster ear in position on the spindle.

For the pay-out test, the control rod is turned up, and two brake applications are made to let the slack adjuster pay out.

Rubber parts should be cleaned with soap water solution, while metallic parts can be cleaned with kerosene.

During brake application, the cut-off valve closes, isolating the control reservoir from brake pipe pressure.

The drain cock at the bottom allows draining of accumulated condensate and moisture from the auxiliary reservoir.

Adequate air supply must ensure a steady pressure of 7.5 kg/cm² at the inlet of the Single Car Test Device.

Overcharge protection test verifies that control reservoir pressure does not increase by more than 0.1 kg/cm² when BP is overcharged.

The 'A' controller maintains pressure in the control reservoir and closes when BC pressure rises.

When BC is exhausted slightly, the fall in pressure should not exceed 0.15 kg/cm² from 3.8 ± 0.1 kg/cm² due to re-feeding.

Hose couplings are tested by immersing in water and applying 10 kg/cm² air pressure to check for leaks.

The ball has a special profile with a groove at the bottom for venting outlet air to the atmosphere when the cock is closed.

If the filter is found punctured or damaged during overhaul, it must be replaced.

The double release valve provides for accelerated manual brake release, particularly useful during shunting operations.

A short pull on the pulling lever tilts the pressure piece, allowing control reservoir pressure to exhaust through narrow passages.

Graduated release allows brakes to be released in steps as brake pipe pressure is increased in steps, providing better control.

After emergency application, the brake cylinder pressure drop should not exceed 0.1 kg/cm² within 5 minutes.

The 'A' dimension for both types of bogies has a tolerance of +2 mm and -0 mm (no under-size permitted).

BP pressure at the top of the large diaphragm presses the ring and trigger, raising the locking rod upward and unlocking the CR release valve.

The rubber anti-rattler ring prevents knocking noises that could occur during train running.

During strength test, the brake cylinder must withstand 6 kg/cm² pressure for 2 minutes without failure.

The PEASD is reset by turning the square knob in the clockwise direction after operation.

A 5 mm choke is fitted in the exhaust port specifically to control the rate of brake pipe exhaust when the valve is operated.

When the alarm chain is pulled and air exhausts, the indicating lamp should glow to provide visual indication.

The PEAV has a 4 mm choke that controls the rate at which brake pipe pressure exhausts during alarm chain operation.

When moving the handle to closed position, a short blast of air through the vent indicates proper venting of outlet air.

The wear ring prevents direct metal-to-metal contact and friction between the cylinder body and the piston head.

During pressure tightness test, the pressure drop should not exceed 0.1 kg/cm² in 10 minutes at both 0.8 kg/cm² and 3.8 kg/cm² test pressures.

Air is guided through specially shaped passages to produce centrifugal flow, which causes dirt particles to descend into the dirt chamber.

A safety bolt must be inserted in the piston trunk hole to prevent the dome cover from being forced out by the return spring during dismantling.

The stainless steel ball must be replaced if scratch marks or dents are found on its outer surface to ensure proper sealing.

The 'U' controller causes a sudden extra drop in BP pressure inside the DV, accelerating the brake application effect throughout the train.

During brake application, the cut-off valve isolates the control reservoir from the brake pipe pressure.

A leaf spring provided with the stem presses the operating handle downward, seating it in deep grooves at ON/OFF positions, creating a mechanical lock.

During insensitivity test, BP pressure drop of 0.3 kg/cm² maximum in 60 seconds should NOT cause brake application.

Sensitivity test requires BP pressure to drop at the rate of 0.6 kg/cm² in 6 seconds, and brakes should apply within 1 second.

For C3W valve, the auxiliary reservoir charging time from 0 to 4.8 kg/cm² should be 270 ± 30 seconds.

For C3W valve, the control reservoir charging time from 0 to 4.8 kg/cm² should be 260 ± 20 seconds during testing.

When BC pressure reduces to 0.8 kg/cm² during release, the force at the top of quick service valve becomes less than BP pressure, causing the top valve to lift and vent trapped BP.

The minimum pressure limiter closes at 0.8 kg/cm² BC pressure, after which the maximum pressure limiter takes over until 3.8 kg/cm² is reached.

During emergency application, differential pressure acts on either side of the sealing flap in the 'R' charger, closing the passage from AR to BP.

The limiting device closes automatically when brake cylinder pressure reaches 3.8 kg/cm², preventing further air entry from the auxiliary reservoir.

During charging, brake pipe pressure acting on the large diaphragm causes the hollow stem to move downward, which connects the brake cylinder to atmosphere, keeping brakes released.