I think the level of chances someone should take when recovering a MV should be related to their experience with bad situations and dealing with problems. I would never suggest to someone who has never done much mechanical work, never driven a large vehicle, and never had to deal with an emergency situation to EVER attempt to drive a MV home after a GL buy, no matter the condition it is stated to be in.
When I recovered my Deuce from a long way off (1100 miles) it was after much advance planning, and because I have driven these vehicles before, brought tools with me, and have an extensive mechanical background. The steps taken were: Expedited safety inspection of the vehicle at the base, including checking basic fluids, tires, belts & hoses, suspension parts, steering, etc. Next step was getting it 40 miles to a location I had set up in advance, where I did a more thorough inspection, made minor adjustments, checked axle, trans, t-case fluids, and more. This all takes time, in fact I spent about 8+ hours just doing the pre-trip inspection to my satisfaction. IF someone has a long recovery to do, at least set up a location near the base to do a thorough inspection. I was also fully prepared ahead of time that if the truck wasn't safe and drivable, that I would be either reselling it in Kentucky or scrapping it.
I have to admit that I believe one of my previous recoveries was posted early in this thread as an example of what not to do. I'd like to elaborate on it. I recovered two 105 trailers with a large SUV. Before I attempted this I double checked: two 105 trailers weigh aprox. 4800 lbs. My SUV is rated to tow 7000 lbs. As stated previously experience plays a large role when doing these things, and I have been towing trailers all my life. We were unable to do much for an inspection on-base because they were busy and cold and wanted us gone asap. We drove the half mile off the base at aprox. 10 mpg, then pulled into the gas station that was immediately off base. At that point we checked tires, hitch, wiring (I brought 12v magnetic lights), and added extra straps to secure the upper trailer. At that time we attached the temporary plate I had brought. At the beginning of the trip we stopped several times to double check straps, tires, and feel the hubs for any signs of heat. All of this was very inconvenient, because it was -40 when we loaded up the trailers, and roughly -30 when doing all the initial safety checks, but it was necessary for a safe trip. Even after all that, we took the trip home slow and easy. Because of extra time we spent loading the trailers, they ended up well-balanced and towed great. No sway, they stopped fine, all went well. The time spent inspecting and preparing can really help the rest of the trip go smoothly. As a last resort, my wife has family just a few miles from the base where we could have left the trailers and came back for them if there was a problem. I always plan for an alternative if something goes wrong.
There is really no substitute for experience when doing MV recoveries. As a long-time mechanic, I'm very in-tune to vehicles and can feel warning signs early on. The slightest vibration, shake, noise, etc. and I can usually tell where its coming from, whether its major or minor, and I know enough to pull over if its anything the least bit questionable. Those traits right there are the often overlooked warning signs that can end with disaster. Not knowing, or ignoring, slight warning signs can allow a minor problem you can deal with quickly to turn into a major disaster.
With that said, these problems aren't just MV related- as a mechanic and licensed state safety inspector, I have seen the same problems with cars bought from dealers as what comes off a GL base. The difference is MVs are watched closer. I've seen newly purchased vehicles from dealers that had bondo covering rusted frames, brake lines fixed with a rubber hose and clamps, broken springs that were welded back together, and other things that would give you nightmares. Unfortunately even a minor MV accident will make the news, while these things are everyday occurrences that get ignored (except by us inspectors).
Jim
When I recovered my Deuce from a long way off (1100 miles) it was after much advance planning, and because I have driven these vehicles before, brought tools with me, and have an extensive mechanical background. The steps taken were: Expedited safety inspection of the vehicle at the base, including checking basic fluids, tires, belts & hoses, suspension parts, steering, etc. Next step was getting it 40 miles to a location I had set up in advance, where I did a more thorough inspection, made minor adjustments, checked axle, trans, t-case fluids, and more. This all takes time, in fact I spent about 8+ hours just doing the pre-trip inspection to my satisfaction. IF someone has a long recovery to do, at least set up a location near the base to do a thorough inspection. I was also fully prepared ahead of time that if the truck wasn't safe and drivable, that I would be either reselling it in Kentucky or scrapping it.
I have to admit that I believe one of my previous recoveries was posted early in this thread as an example of what not to do. I'd like to elaborate on it. I recovered two 105 trailers with a large SUV. Before I attempted this I double checked: two 105 trailers weigh aprox. 4800 lbs. My SUV is rated to tow 7000 lbs. As stated previously experience plays a large role when doing these things, and I have been towing trailers all my life. We were unable to do much for an inspection on-base because they were busy and cold and wanted us gone asap. We drove the half mile off the base at aprox. 10 mpg, then pulled into the gas station that was immediately off base. At that point we checked tires, hitch, wiring (I brought 12v magnetic lights), and added extra straps to secure the upper trailer. At that time we attached the temporary plate I had brought. At the beginning of the trip we stopped several times to double check straps, tires, and feel the hubs for any signs of heat. All of this was very inconvenient, because it was -40 when we loaded up the trailers, and roughly -30 when doing all the initial safety checks, but it was necessary for a safe trip. Even after all that, we took the trip home slow and easy. Because of extra time we spent loading the trailers, they ended up well-balanced and towed great. No sway, they stopped fine, all went well. The time spent inspecting and preparing can really help the rest of the trip go smoothly. As a last resort, my wife has family just a few miles from the base where we could have left the trailers and came back for them if there was a problem. I always plan for an alternative if something goes wrong.
There is really no substitute for experience when doing MV recoveries. As a long-time mechanic, I'm very in-tune to vehicles and can feel warning signs early on. The slightest vibration, shake, noise, etc. and I can usually tell where its coming from, whether its major or minor, and I know enough to pull over if its anything the least bit questionable. Those traits right there are the often overlooked warning signs that can end with disaster. Not knowing, or ignoring, slight warning signs can allow a minor problem you can deal with quickly to turn into a major disaster.
With that said, these problems aren't just MV related- as a mechanic and licensed state safety inspector, I have seen the same problems with cars bought from dealers as what comes off a GL base. The difference is MVs are watched closer. I've seen newly purchased vehicles from dealers that had bondo covering rusted frames, brake lines fixed with a rubber hose and clamps, broken springs that were welded back together, and other things that would give you nightmares. Unfortunately even a minor MV accident will make the news, while these things are everyday occurrences that get ignored (except by us inspectors).
Jim
