Holy crap. Look, this stuff isn't that hard. If these dudes you know delivering RVs are using shipping weights as justification for not having a CDL and the GVWR or CVGWR is over 26K then it's just a matter of time before they get nailed. The magic number is the Combined Gross Vehicle Weight Rating (CGVWR) but that's ONLY for licensing. And trailer weights DO matter as far as the FMSCR is concerned since the CGVWR can move a non-CMV into CMV status, eg- a landscapers 8K pickup isn't a CMV, but when he puts a trailer with a GVWR of 4K behind it then it becomes a CMV. Your pals can probably pull a 5th wheel camper anywhere on class D license, but they still are going to fall under the FMCSR. If they're one of the guys pulling a gooseneck car carrier loaded with 2 or 3 trailers and the GVWR on the gooseneck is 20K and they drag it with a 3/4 ton truck (unlikely) with a GVWR of 10K (also unlikely) then he needs a class A if he's interstate.
A lot of people here are confusing LICENSING which is a State issue, especially for intrastate use, with DOT regulations for Commercial Motor Vehicles, especially those in interstate use. It's 2 different things.
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Today's Featured Article - Restoration Story: 1951 Farmall H - by The Red (John Fritz). I have been a collector of Farmall tractors since 1990 when I first obtained part of the family farm in Eastern Indiana. My current collection includes a 1938 F20, 1945 H, 1946 H, and the recently purchased 1951 H. This article will focus on what I encountered and what I did to bring the 1951 NEAR DEATH Farmall H back to life.
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