Midland City Semi-Truck Hit-and-Run on Highway 231: Three Injured, the Truck Gone, and the Clock Already Running Against You
If you are reading this from a hospital room in Dothan, from a kitchen table in Midland City, or from a phone in a tow-yard parking lot — we are talking to you. Not to the internet. To you.
A semi-truck clipped the rear of a passenger car on Highway 231 near Covan Coleman Drive, sent that car rolling into the median, and kept driving south. Three people went to the hospital. The truck did not stop. The Midland City Police Department is looking for it. And while the police search, the evidence that could identify that truck — the dashcam footage, the business surveillance cameras along that stretch of 231, the paint transfer on the victim’s car, the witness memories — is disappearing on its own schedule. Some of it will be gone in 72 hours. Some of it was gone before you finished reading this sentence.
We are Attorney911 — The Manginello Law Firm, PLLC. We handle commercial-truck crash cases, including the hardest kind: the ones where the truck that hit you vanished and the only name you have is a partial description and a direction of travel. Ralph Manginello has spent 27+ years in courtrooms, including federal court. Lupe Peña spent years inside a national insurance-defense firm — the rooms where adjusters and their software decided how to deny, delay, and devalue people exactly like you — and now sits on your side of the table. We work in English and in Spanish. The consultation is free. We do not get paid unless we win your case. And the first thing we do, the day you call, is start the clock working for you instead of against you.
This page is not a brochure. It is everything we know about what just happened to you on Highway 231, what the law says about it, what the trucking company and the insurance adjuster are already doing about it, and what you need to do in the next 72 hours to protect yourself before the proof is gone and the truck is never found.
Highway 231 Through the Wiregrass: Why This Stretch Is Dangerous
Highway 231 through the Midland City and Dothan corridor is a major north-south commercial freight route. It connects the Florida Panhandle and the Panama City area to Troy, Montgomery, and beyond. If you live in Dale County, you already know what 231 looks like at 6 a.m. — the truck traffic is constant, the median is narrow, the access points are many, and the speed differential between a loaded tractor-trailer and a local commuter is enormous.
The Wiregrass region’s economy — agriculture, logistics, and energy-related hauling — feeds substantial commercial vehicle volume through this corridor. The highway’s design, with multiple driveways and intersections like Covan Coleman Drive, creates conflict zones where a truck making a lane change encounters a smaller vehicle that may be turning, slowing, or simply occupying the lane the truck driver failed to check before moving over. The median on this stretch is narrow enough that a vehicle knocked sideways into it does not have room to skid to a stop — it rolls. And a rollover is a completely different injury mechanism than a rear-end or a sideswipe at the same speed.
Dale County juries are generally conservative. But they respond strongly to hit-and-run conduct by commercial drivers — particularly when a trucker flees a scene leaving injured people behind. The Wiregrass values personal responsibility, and a driver who runs from his own wreck offends that value directly. That is not a legal argument; it is a jury-reading argument, and it matters in a county where the twelve people who decide what your case is worth are your neighbors.
Alabama’s Hit-and-Run Law and What It Means for Your Civil Case
Alabama treats hit-and-run as both a criminal offense and, in a civil personal-injury case, as a doctrine called negligence per se. The principle is straightforward: when a person violates a statute designed to protect a class of people that includes the plaintiff, and the violation causes the type of harm the statute was designed to prevent, the violation itself can establish civil negligence — without the plaintiff needing to separately prove that the defendant acted unreasonably.
The duty to stop at the scene of an accident involving injuries is not a courtesy. It is a legal obligation. A driver who clips a car, causes a rollover, sees the aftermath, and keeps driving has violated that obligation. In a civil case, that violation is powerful for two reasons: it establishes the breach of duty element of negligence, and it supplies the “willful or conscious wrongdoing” predicate that Alabama requires for punitive damages.
Fleeing the scene of an injury accident constitutes conscious disregard for the safety of others — the exact standard Alabama punitive-damages law demands.
Alabama punitive damages require clear-and-convincing evidence of willful or conscious wrongdoing. A hit-and-run after an injury collision is one of the clearest examples of conscious disregard the law recognizes. The driver knew people were hurt. He knew he had caused it. He chose to leave. That choice — the deliberate act of driving away from people who needed help — is the kind of evidence that moves a case from ordinary negligence into the territory where a jury can punish the defendant, not just compensate the victim.
Alabama’s punitive-damages reform statute may impose caps in certain contexts, and the current rule for this claim’s posture should be confirmed at the time of filing. But the hit-and-run conduct itself is the most powerful punitive-damages engine available in this case, and conservative Dale County juries have shown willingness to punish commercial drivers who flee injury scenes.
UM/UIM Coverage: Your Safety Net When the Truck Vanishes
Alabama is a fault-based insurance state, which means the at-fault driver’s insurance is the primary source of compensation. But when the at-fault driver is a semi-truck that fled the scene and has not been identified, the fault-based system has no one to point at. That is where uninsured/underinsured motorist (UM/UIM) coverage becomes the difference between full recovery and partial recovery — or between recovery and nothing.
Alabama law requires UM/UIM coverage on every auto policy unless the insured rejected it in writing. That written-rejection requirement is critical: if you cannot find a document where you or a family member expressly rejected UM/UIM coverage, you have it. And in a hit-and-run where the at-fault vehicle cannot be identified, Alabama treats the unidentified vehicle as uninsured — which means your UM coverage should respond as though you were hit by an uninsured driver.
Here is what that means in practice. If the truck is never identified, the victims’ own UM/UIM carriers have a contractual obligation to provide coverage up to the policy limits. The victims’ insurers step into the shoes of the at-fault driver and pay the claim as though they were the truck’s insurance company. The UM/UIM carrier may then pursue subrogation against the truck if it is later identified — but the victims do not have to wait for that. The UM/UIM claim is a contract claim against the victims’ own policy, and it can be pursued immediately.
There is a strategic consideration here. UM/UIM carriers often act like adverse insurers even though they are supposed to be on the insured’s side. They may delay, dispute the value of the claim, or argue that the injuries are not as serious as presented. Lupe Peña knows this from the inside — he spent years at a national insurance-defense firm where claim valuation was driven by software (Colossus), reserve-setting was engineered to minimize payout, and delay was a deliberate tactic. We use that knowledge to push UM/UIM carriers to tender what the contract requires.
If the truck is identified and the carrier’s coverage is insufficient — say, the truck was an owner-operator with a thin policy — UIM coverage stacks on top of the at-fault policy to bridge the gap up to the UIM limits. This is why reviewing every applicable auto policy in the household, including stacked coverages and umbrella policies, is one of the first things we do.
Evidence That Disappears Fast: The Clock Is Already Running
This is the section that decides whether the truck is found. Every source of evidence that could identify the semi-truck is perishable, and the perishability windows are measured in days, not months. Here is what exists, who holds it, and how fast it can legally die.
Victim vehicle dashcam and in-cabin camera footage: If the victim vehicle had a dashcam, it may have captured the truck’s tractor description, trailer markings, license plate, or partial identifying features at the moment of impact. Dashcam devices typically overwrite on a 24-to-72-hour cycle depending on settings. If the vehicle has been towed to a storage facility and no one has pulled the footage, it may already be gone.
Business surveillance cameras along Highway 231 near Covan Coleman Drive: Gas stations, retail stores, industrial facilities, and other businesses along that stretch of 231 may have recorded the truck before or after the collision. A southbound truck that just fled a crash on 231 passed every camera between Covan Coleman Drive and the next intersection. Most retail surveillance systems overwrite within 7 to 30 days. Every day that passes, another camera’s footage of the truck cycles out.
Victim vehicle EDR (black box) data: The Event Data Recorder in the victim vehicle records pre-impact speed, braking input, steering angle, and Delta-V — the change in velocity during the crash. This data proves the collision dynamics and the rollover mechanism, and it can help a reconstructionist determine the angle and force of the truck’s contact. The EDR data survives for months if the vehicle is preserved, but there is a critical risk: if the insurance company declares the vehicle a total loss and disposes of it, the data goes to the crusher with the car. A preservation letter must go out immediately to the insurer and the storage facility ordering them not to destroy, modify, or release the vehicle.
Scene physical evidence — paint transfer, debris field, skid marks, gouge marks: Paint and material transfer from the truck to the victim vehicle can identify the truck’s color and paint type. Debris and gouge marks establish the exact point of impact and the angle of the lane change. Weather and traffic will erase marks on the roadway within 24 to 48 hours. The victim vehicle must be impounded and protected from weathering — every rainstorm washes away evidence, every day in an open lot degrades the transfer marks.
Witness statements and contact information: Other motorists on Highway 231 that morning may have seen the truck’s carrier name, trailer markings, plate number, or driver appearance. Memory degrades rapidly, and witnesses disperse. The Midland City Police Department has a witness list, but independent canvassing — reaching out to witnesses while their memories are fresh — is something that should happen within days, not weeks.
ALDOT traffic camera or signal-system data: The Alabama Department of Transportation may operate traffic monitoring cameras or signal-actuation data logs on Highway 231 that could show the truck before or after the incident. State systems have varying retention cycles, and requests through ALDOT must be made promptly.
Truck stop, fuel card, and weigh station records along the Highway 231 corridor: If even a partial description is obtained — a color, a trailer type, a partial plate — fuel transactions and weigh-station logs can trace the truck’s route and identify the carrier. Commercial records retention varies, but 90 days is typical for fuel-card transaction records. After 90 days, the trail goes cold. These records must be requested before routine purging.
Midland City Police Department investigation file: The official crash report, officer observations, witness statements, and any leads on truck identification live in the police file. This is ongoing and can be requested through public records or formal discovery once a claim is filed. But waiting for the police to solve the case is not a strategy — law enforcement has limited resources, and a commercial-vehicle identification canvas requires dedicated investigative work that goes beyond what a patrol division can do.
The fastest-dying evidence — dashcam footage and business surveillance — drives the urgency. The preservation letter that freezes these records has to go out in days, not weeks. We send spoliation preservation letters to all victims’ insurers, vehicle storage facilities, and every business with potential camera coverage the same day we are retained in cases like this. That letter converts an automatic erase into sanctionable destruction. If a business lets its footage overwrite after receiving a preservation demand, a judge can tell the jury to assume the missing video would have helped the plaintiff. That is leverage — but only if the letter went out before the footage cycled.
The Insurance Adjuster’s Playbook: What They Are Already Doing
Lupe Peña sat in the rooms where these decisions get made. He knows the playbook because he used to run it. Here is what the insurance adjuster is doing — or will be doing — in the hours and days after this crash, and here is the counter to each play.
Play 1: The “Just Checking In” Recorded Statement Call
Within days of the crash, someone friendly will call the victims. The tone will be warm. The stated purpose will be to “check on how you’re doing” and “get your side of the story.” The call is recorded. Every word the victim says is being transcribed for later use. The questions are engineered to get the victim to say “I’m feeling okay” or “I think I’m alright” — phrases that will be quoted back months later to argue the injuries were minor. The victim will also be asked to describe the crash in their own words, and any inconsistency between that statement and a later deposition answer will be framed as dishonesty.
The counter: Do not give a recorded statement to any adjuster — yours, the other driver’s, or the UM/UIM carrier’s — without counsel. You are not required to give a recorded statement to resolve a first-party UM/UIM claim. A simple “I’m not ready to give a statement yet, I need to speak with an attorney first” ends the call. Everything you say before that call can and will be used against you.
Play 2: The Fast Settlement Check With a Release Attached
A check may arrive quickly — sometimes within weeks of the crash. It will look like help. It will come with a document that, if signed, releases the insurer and the at-fault driver from all further claims related to the crash. The check will be for a fraction of what the case is worth. The release is printed on the back or attached as a separate page. The goal is to get the victim to cash the check before the MRI results come back, before the full extent of the injuries is known, and before anyone has identified the truck.
The counter: Do not sign anything from an insurance company without having an attorney review it. Do not cash a check that comes with a release. A settlement that is reached before the injuries are fully diagnosed is a settlement that is engineered to cheat you. The full medical picture may not be clear for weeks. The truck may be identified in that time, unlocking a commercial carrier’s insurance tower that is forty times the size of the quick-check offer.
Play 3: The “Non-Life-Threatening” Lowball Reserve
The adjuster sets a reserve — the internal dollar value the company assigns to the claim — in the first 48 hours, before the real injuries are diagnosed. That reserve is based on the ER discharge summary, which says “non-life-threatening.” The adjuster feeds the claim into valuation software (Colossus is the industry standard) that discounts pain it cannot see, weighs the ER notes heavily, and produces a number that is a fraction of what a rollover crash with a hit-and-run is actually worth. Once that reserve is set, the adjuster’s authority to offer more is limited by internal guidelines, and every negotiation starts from that artificially low number.
The counter: The reserve is set early, but it can be moved. We move it by building the medical record the software cannot discount — the MRI findings, the specialist evaluations, the neuropsychological testing, the life-care plan if the injuries are catastrophic. We move it by identifying the truck, which transforms the case from a UM/UIM claim against the victim’s own policy into a commercial-truck claim against a carrier with $750,000 minimum coverage and potentially far more. And we move it by developing the punitive-damages theory from the hit-and-run, which changes the risk calculus for the insurer entirely.
Play 4: Social Media Surveillance
The adjuster or a private investigator hired by the insurer will monitor the victims’ social media accounts. A photograph of a victim smiling at a family event, posted two weeks after the crash, will be screenshot and saved. Later, that photograph will be used to argue the victim is not really injured — regardless of what the MRI shows, regardless of what the treating physician says. The gap between how a person looks in a Facebook photo and how they feel at 3 a.m. is the gap the defense exploits.
The counter: Do not post about the crash, your injuries, your medical treatment, or your daily activities on social media. Set accounts to private. Do not accept friend requests from people you do not know. Tell family members not to post photographs of you. The digital record you create will be mined for anything that can be used to minimize your injuries.
The First 72 Hours: What to Do Now
If you or a family member were injured in this crash, here is the hour-by-hour, day-by-day roadmap for what to do right now. Not next week. Not after you “feel better.” Now.
Hour 1 through Hour 24: Medical first, always.
If you have not been seen by a doctor, go now. Not an urgent care — an emergency department or your primary physician, someone who will document the mechanism of injury (rollover crash), perform a full examination, and order imaging if indicated. “Non-life-threatening” in the ER does not mean “no injury.” It means “not dying right now.” The injuries that matter — the brain injury, the spinal injury, the internal injury — may not show up on the first scan. You need a medical record that starts on day one and continues without gaps. Gaps in treatment are the defense’s favorite argument: “If she was really hurt, why did she wait two weeks to see a doctor?”
Hour 24 through Hour 48: Preserve the vehicle and the evidence.
Do not let any insurance company dispose of the damaged vehicle. The vehicle is evidence — the EDR data, the paint transfer from the truck, the deformation pattern that a reconstructionist will use to prove the angle and force of impact. If the insurer says the vehicle is a total loss and wants to move it to a salvage yard, refuse until a preservation letter is on file. Do not wash the vehicle. Do not let it sit in the weather. Do not repair anything. Every piece of that car is a piece of the case.
Hour 48 through Hour 72: Lock down the footage.
Every business along Highway 231 near Covan Coleman Drive that might have a camera — gas stations, retail stores, industrial facilities — needs to receive a preservation letter before their surveillance system overwrites the footage. This is not something a private citizen can do effectively. A spoliation letter from a law firm carries the weight of a future litigation hold. Without it, the footage cycles out and the single clearest image of the fleeing truck is gone forever.
Do not give a recorded statement to any adjuster. We said this in the playbook section. We are saying it again here because it is the single most common way injury victims damage their own cases. You are not required to give a recorded statement to resolve a UM/UIM claim. “I need to speak with an attorney first” is a complete sentence and a complete answer.
Do not sign anything from an insurance company. No release, no authorization for medical records, no settlement offer. Everything the insurer sends you is designed to limit what they pay. Nothing they send you is designed to protect you.
Do not post about the crash on social media. No photographs, no updates, no “I’m okay, just sore” posts. The adjuster is watching. Everything you post can and will be used to minimize your claim.
Call a lawyer. Not because you are being pressured — because the evidence is disappearing, the adjuster is already working, and the truck is getting farther away with every hour. The consultation is free. The call costs nothing. And the day you call is the day the preservation letters go out, the evidence gets frozen, and the clock starts working for you.
The Defendant Structure: Who Is Really Responsible
When the truck is identified, the defendant picture is rarely as simple as “the driver.” A commercial-truck case typically involves a stack of entities, each with a different role and a different insurance tower:
The driver: Direct negligence for the unsafe lane change. Negligence per se for the hit-and-run. If impaired, fatigued, or unqualified, the driver’s own conduct is the foundation of the case.
The trucking company / carrier: Vicarious liability under respondeat superior — the carrier is liable for its driver’s negligence committed within the scope of employment, regardless of whether the carrier itself was negligent. But the carrier also faces independent negligence claims: negligent hiring (did they check the driver’s record?), negligent training (did the driver know how to check a blind spot before a lane change?), negligent supervision (was anyone monitoring this driver’s performance?), and negligent retention (did they know about prior dangerous conduct and keep him behind the wheel anyway?).
The driver of the secondary rear-end collision: Negligence for following too closely and failing to maintain a safe distance in traffic congestion. The victims of the secondary crash may have a claim against this driver directly. But the truck driver’s hit-and-run created the foreseeable congestion — proximate cause links the truck driver to both collisions.
The victims’ own UM/UIM carriers: Contractual obligation to provide coverage if the at-fault commercial vehicle cannot be identified or is inadequately insured. These carriers step into the shoes of the at-fault driver and must tender benefits under the policy.
The shell game in trucking cases is the “independent contractor” dodge. The carrier will tell you the driver was an independent contractor, not an employee, so the carrier is not responsible. But federal leasing regulations (49 CFR § 376.12) make the authorized carrier lessee take exclusive possession, control, and use of the equipment for the duration of the lease and assume complete responsibility for the operation of the equipment. The company displaying its name on that trailer is the company the law put in exclusive control of it. The contractor label is a starting defense, not an ending one.
For energy-sector haulers specifically — trucks hauling produced water, frac sand, crude oil, or equipment to and from oilfield sites — the defendant picture may include the oilfield operator that hired the hauling company, if that operator retained control over the work or knew the hauler was cutting corners on safety. Our work on oilfield commercial truck cases has taught us that the deadliest trucks on the road are often the ones hauling for energy companies on routes and schedules that push drivers past their limits.
Frequently Asked Questions
Can I sue if the truck that hit me was never identified?
Yes — but the path changes. If the truck is never found, you cannot sue the truck driver or the carrier because you do not know who they are. Instead, you pursue a claim against your own uninsured/underinsured motorist (UM/UIM) coverage, which Alabama law requires on every auto policy unless you rejected it in writing. The UM/UIM carrier steps into the shoes of the unidentified at-fault driver and pays your claim as though the truck was uninsured. The recovery is capped by your UM/UIM policy limits. This is why reviewing every applicable auto policy in the household is one of the first things we do — the UM/UIM coverage may be the primary source of compensation if the truck is never found.
How long do I have to file a lawsuit for a truck hit-and-run in Alabama?
Alabama imposes a two-year statute of limitations on personal-injury claims. That means you generally have two years from the date of the crash to file a lawsuit. If you miss that deadline, the case is over — no matter how strong the evidence is, no matter how serious the injuries are. The two-year clock runs from the date of the injury, not from the date the truck is identified. If the truck is identified eleven months after the crash, you still have thirteen months to file. Do not wait to see if the police find the truck before contacting a lawyer — the evidence is disappearing on a much shorter timeline than the statute of limitations.
What if the insurance company already offered me a check?
Do not cash it. Do not sign anything that came with it. A quick settlement check from an insurance company after a crash is almost always an attempt to close the case before the full extent of your injuries is known. The check will come with a release — a document that, if signed, waives your right to seek any further compensation for the crash. If you cash the check and the MRI next week shows a herniated disc that needs surgery, you have already given up your right to recover for it. Have an attorney review every document the insurer sends you before you sign anything.
Will the hit-and-run driver face criminal charges?
He should. Fleeing the scene of an accident involving injuries is a crime in Alabama. The Midland City Police Department is actively investigating and seeking public assistance to identify the truck. Criminal charges, if they come, are separate from your civil case — they are pursued by the prosecutor, not by your lawyer. But a criminal conviction (or even the existence of a criminal investigation) can support your civil case in several ways: it establishes the facts of the hit-and-run, it creates a public record of the driver’s conduct, and it supplies the “willful or conscious wrongdoing” predicate that Alabama requires for punitive damages. Your civil case does not depend on criminal charges being filed, but they can strengthen it.
What if I was partly at fault for the crash?
In most states, your recovery would be reduced by your percentage of fault. In Alabama, it would be eliminated entirely. Alabama follows pure contributory negligence — if you are even one percent at fault, you are barred from recovery. This is why clear liability allocation is critical. The facts as reported in this crash suggest the victims of the initial lane-change collision bore no fault: the semi-truck entered their lane and clipped the rear of their car. That is not a shared-fault scenario. But the insurance adjuster will still try to introduce fault questions — which is why you should not give a recorded statement and why you need a lawyer who understands how to keep the liability picture clean in a contributory-negligence state.
How much is my case worth?
The honest answer is: it depends on variables that are not yet fixed. The case value range we can support based on the known facts runs from approximately $100,000 (if the truck is never identified and recovery is limited to UM/UIM policy limits with moderate injuries) to approximately $850,000 (if the truck is identified, the carrier has FMCSA-level insurance, the hit-and-run supports punitive damages, and the injuries exceed initial assessments upon follow-up evaluation). The pivotal variable is truck identification. The medical picture is the second variable — “non-life-threatening” in the ER does not mean the injuries are minor, and follow-up imaging may reveal serious injuries that were not apparent on the first examination. Past results depend on the facts of each case and do not guarantee future outcomes.
What should I do if the insurance adjuster keeps calling me?
Stop answering. You are not required to give a recorded statement to resolve a UM/UIM claim. You are not required to describe your injuries to an adjuster over the phone. You are not required to accept a settlement offer in the first weeks after a crash. Every conversation you have with an adjuster is being used to build a record that minimizes your claim. “I need to speak with an attorney first” is a complete sentence. Say it once and end the call. Then call us.
Can I still recover if the truck was hauling for an oilfield or energy company?
Yes — and the defendant picture may be broader than you think. If the truck was hauling produced water, frac sand, crude oil, or equipment for an energy company, the hauling company is the primary defendant, but the oilfield operator that hired the hauler may also bear responsibility if it retained control over the work or knew the hauler was cutting corners on safety. Energy-sector haulers often operate on routes and schedules that push drivers past their hours-of-service limits, which is exactly the kind of systemic failure that turns a lane-change error into a rollover crash. Identifying the cargo is part of identifying the truck — and identifying the cargo may open additional defendant theories. Learn more about our oilfield and commercial-truck crash practice.
What happens to my medical bills while the case is pending?
Your medical bills are your responsibility while the case is pending — but there are several ways to manage them. Health insurance can cover treatment (though it may seek reimbursement from any recovery — a subrogation claim we negotiate down). MedPay coverage on your auto policy can pay initial medical bills regardless of fault. Some medical providers will treat on a letter of protection, which is an agreement to defer payment until the case resolves. We help clients understand all of these options so that the financial pressure of medical bills does not force an early, low settlement. The worst reason to settle a case is because the bills are due.
Do I need a lawyer if the police are already investigating?
Yes. The police investigation and your civil case serve different purposes. The police are looking for the truck to pursue criminal charges. Your civil case is looking for the truck to pursue compensation for your injuries. The police have limited resources and a broad mandate — they cannot dedicate a full-time investigator to canvassing business cameras, pulling fuel-card records, and tracing the truck’s route. The evidence the police need is the same evidence your civil case needs, but the police are not preserving it for your benefit. A preservation letter from a law firm carries the weight of a future litigation hold. A police report does not. The police investigation can support your case, but it does not replace the investigative work, the evidence preservation, and the legal strategy that a civil case requires.
Call Us Now — The Evidence Will Not Wait
The semi-truck that hit you on Highway 231 is getting farther away with every hour. The dashcam footage that might show its plate is overwriting itself. The business cameras along 231 near Covan Coleman Drive are cycling out. The paint transfer on your car is sitting in a tow yard in the Alabama weather. The adjuster has already opened a file, set a low reserve, and picked up the phone to call you.
We cannot undo the crash. We can make sure the evidence that identifies the truck is frozen before it disappears, that your medical record is built the right way from day one, and that the insurance company does not use your own words against you.
Call 1-888-ATTY-911. The consultation is free. We do not get paid unless we win your case. We have live staff 24 hours a day, 7 days a week — not an answering service, real people who can take your call right now. Contact us or call directly. Hablamos Español — we serve your family fully in Spanish.
The day you call is the day the preservation letters go out, the evidence gets frozen, and the clock starts working for you instead of against you. Every day before that call is a day the truck gets farther away and the proof gets thinner.
Call now. 1-888-ATTY-911.
Past results depend on the facts of each case and do not guarantee future outcomes. This page is legal information, not legal advice. Contacting the firm is free and confidential.