This is just about like the guy I saw pulling a 26 foot sky bridge Bayliner yesterday behind an early 90's Toyota 4Runner. :Banghead
Your GCWR, in any state, cannot be greater than 26,000 without a class A CDL. Some states require that if your trailer is tagged for more than 10,000 itself you need a class A CDL. The GVWR of your truck is 7,000 and the GVWR for your trailer is 24,000. I suppose it would be legal to get your class A CDL and tag the truck for a GCWR of 31,000 but that's a lot of weight for a 1 ton truck. I'd suggest tagging the truck for a GCWR 26,000 and leaving it at that, even that much weight is pushing it even though we all know that truck will pull it, yadda yadda yadda.
Several issues arise with that scenario:
1: Most states will not let you take a class A CDL test in a pickup truck. Mine will not. I have heard of a few that will and that is based more on ignorance of the testing officials than anything. Handing a class A CDL to someone who takes a CDL test in a 1-ton pickup with an over 10K trailer is like making a Army Green Beret soldier out of someone who passed their NRA rifle safety course, IMO. The CDL holder may now legally drive much larger vehicles, which he/she has no business driving.
1B: When you arrive to take the test in a 7,000lb pickup and a 24,000 lb trailer, the testing officer will immediately point out that the trailer is too heavy for the towing vehicle and will therefore not allow the test to be taken.
2. At 7,000 or 10,000 lbs for the towing vehicle, the trailers' PIN weight (or tongue weight) will be far in excess of the trucks' rear axle capacity. Think about it: if it's registered at 7K, the truck probably weighs close to 7-8K, so even empty, the truck is over weight for its' registration. If it's registered at 10K, that would help, but it would only leave 2-3K for tongue weight. A 24,000lb trailer fully loaded would result in a tongue weight of ~3,600 lbs. That's far in excess of of the trucks' tongue weight and probably it's rear axle capacity.
3: To properly show enough capacity to tow a 24K trailer "on paper", he would need his truck to have a 5th wheel hitch and about 4,000 lbs of tongue weight available to not overload the rear axle of the truck and have some margin of safety and weight left over for fuel, passengers and a few tools. Tongue weight is just like cargo in the truck bed. Most 1-ton dually pickups weigh 8,000lbs. Most have a GVWR of ~12,000lbs. That means that with no other cargo in the truck, the driver would have 4,000lbs available for trailer tongue weight. If the truck is registered at 10K, this would be impossible since an 8,000lb truck would have less than 2,000lbs of tongue weight available.
4: As I said before, the truck would be far in excess of its' GCWR set by the engineers at Ford, GM or DC that designed the vehicle and therefore it would be unsafe and unpredictable to operate.