question about coupling

That's simple. It's because you may bang it just a little but the next driver may really bang it. There's no need for it and you've got to remember this is a critical part that you don't want any cracks or deformities in.

 

That's the way it should be done. I'm sure your instructor has had some students not couple the trailer completely so he's gone overboard to make sure. To me it's a matter of personal safety. You know that banging ANYTHING on a truck is not good if it's done over and over again. So you've got it right, besides let your instructor bang a trailer when there's ice on the ground.

 

Most important thing is to be sure the trailer is at the correct height to the fifth wheel and a little low is better than a little high. You don't RAM the trailer but you want to have just a little bit of momentum and a slight strike, a love tap if you will.

Once you hear it lock, tug on it and visually check the jaws to be sure they are around the shank portion of the kingpin. Be sure to check and see that there's no gap or "daylight" as they say, between the top of the fifth wheel and the plate. If it all checks out, you're good to go.

When coupling, I keep my airbags full unless the trailer is a little bit too low. When dropping an mt trailer, I crank the gear down to where there's about a thumb width sized gap between the skid plate and the ground and then lower the suspension so the trlr is sitting on the ground when I pull out from underneath it.

When dropping a loaded trailer, I crank the gear all the way down and add a twirl or two and come out from under it. May not be the way some do it but I've never had a high hook or any other problems this way.

 

My wife actually asked me once how come she could hear the other trucks hooking up but not mine.

I told her they were company drivers and I was an Owner Operator. You pay for abuse.

 

I do the same and yes, not always perfect on the lineup.

 

Even after all of the years, I still touch the trailer and get out to check the line up and the height of the pin. Then check with a tug and a visual confirmation before raising the legs.

 

That's a good habit driver, I do the same as well. I learned an important lesson today too, and that lesson is to thoroughly check your trailer wheel assembly like you're supposed to, as I actually witnessed a log truck lose BOTH wheels on his passenger side front trailer tandem axle.

I watched in awe as one wheel went from the eastbound side over to the westbound side narrowly missing a four wheeler. I didn't even see the other one as I'm sure it went dead right. Had it hit the car (a little honda) that little thing would have been destroyed by that wheel.

When the log trucker pulled over, I pulled in behind him to make sure he was okay and man, it was unreal!! I've got pics and if I can figure out how to upload them from the phone I'll post em.

Oh yeah, he was fully loaded and the drivers side of the axle, man the tires were leaning outward! There was nothing left but brake shoes where there shoulda been two wheels! The bolts were snapped CLEAN OFF!! A DOT officer came by to see what was going on and he was just kinda chuckling a bit. I suppose he's seen this sort of thing too many times. He didn't ticket the driver or anything.

The driver seemed like an okay guy and said that the tires were replaced over the weekend. Perhaps someone didn't put it all back together right or the company just runs crappy equipment. I don't know but sometimes I hate having to hook to an old trailer thats clearly seen better days.

You guys got any tips for catching something that could cause the bearings to seize up? You just check for leaks around the seal and such right? Freaky man.