Cobra Trailer Emergency Brake Experience

[[email protected]]

I have been having bad luck with trailers recently. Here is what happened a few days ago, maybe someone will benefit from hearing about my misfortune:

Best I can figure, the Cobra trailer emergency brake application cable (which attaches to the bottom of the brake handle and clips to the tow vehicle side to pull the brake if the trailer comes free) got flipped up somehow and caught between the trailer coupler and the hitch/ball. As I left a parking lot, I recall making a sharp turn, apparently in the direction away from the side of the ball that the cable was on, which combined I think with the ring/cable connection at the bottom of the brake handle (and maybe the clip/cable end also) being kinked and hence effectively shortened, resulted in the parking brake being inadvertently applied.

I KNOW that I didn't pull the parking brake and forget to release it, because checking that the handle is down is on my trailer checklist that I run through every time I get into the truck with the trailer attached, even at gas/bathroom/food stops. Could the emergency brake cable been flipped up for a while? Maybe, but I did not notice this during my every-stop check. Shame on me for not specifically checking this and being sure. I will now look at that more closely every time.

So, I drove with the parking brake on, almost an hour, grrrrrrr. I noticed it by seeing the parking brake handle UP in my rear-view camera on the back of my camper. When I pulled over, the right wheel was smoking and the brake drum was glowing. The left side was hot, too, but not near as bad.

I was very close to the Cook County Airport at Adel, Georgia, so I tip-toed over there and spent the night. A group of local homebuilders helped me the next day, I love aviation types.... When I got the wheels and brake drums off, the right (hot) side brake parts just dumped out, totally mangled. The right side bearings were destroyed, and the spindle was scarred up and a very interesting shade of blue due to overheating. The left side bearings and brake parts were intact, but the brake shoe material was completely gone, I'll replace all the brake parts though. The left side spindle looked normal, but I will probably replace it and the bearings also just to be safe.

The local O'Reilly's auto parts store had the right bearings, amazingly. I was able to assemble all back into a rolling configuration, NO BRAKES though, and a questionable right spindle, so I gingerly drove back the 250 miles or so to home. Trailer is now at my hangar, I'll be rebuilding the brakes and replacing the bearings and spindle(s) soon. I have all the parts I need from an axle salvaged from my previous trailer "adventure"....

I now will route and hook up the emergency brake cable in such a way that it is held down and cannot get caught between the coupler and hitch or wrapped around the ball. I recommend that others check this. And I think I will put some kind of anti-kink fitting at the two ends of the emergency brake cable, to avoid a kink which reduces the effective length of the cable and increases the chances of inadvertent brake application.

I'll bet this has happened before, maybe even without people knowing what caused it. My hope in sharing this is that my fellow soaring pilots will avoid experiencing this "adventure" in the future.

Cheers,
Jim J6

[[email protected]]

Jim,

Thanks for the post for all. You will have a lot of sympathy from many AL-KO surge brake owners. Check with almost any of the USA glider agents they probably have the parts you need in their hangars. (It is that often this happens)

I'm not sure what all practices can be used to prevent this. I usually do a brake check early in the drive. I can feel when the trailer brakes come on with a smooth brake application early in the drive.

Other sympathetic glider owners will offer advice here I'm sure.

Jeff Banks N9

[BobW]

On 3/9/2019 9:24 AM, wrote:
> I have been having bad luck with trailers recently. Here is what happened
> a few days ago, maybe someone will benefit from hearing about my
> misfortune:
>
<Snip...>

Ah, Murphy! (If anything can go wrong, it will...)

I've tripped over a trailer's E-brake tether simply while stepping over the
tongue from one side to the other - was lucky to not skewer myself.

Bob W.

---
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[Martin Gregorie[_6_]]

On Sat, 09 Mar 2019 14:07:58 -0700, BobW wrote:

> Ah, Murphy! (If anything can go wrong, it will...)
>
....and never forget that Murphy was an optimist.


--
Martin | martin at
Gregorie | gregorie dot org

[[email protected]]

On Saturday, March 9, 2019 at 11:24:46 AM UTC-5, wrote:
> I have been having bad luck with trailers recently. Here is what happened a few days ago, maybe someone will benefit from hearing about my misfortune:
>
> Best I can figure, the Cobra trailer emergency brake application cable (which attaches to the bottom of the brake handle and clips to the tow vehicle side to pull the brake if the trailer comes free) got flipped up somehow and caught between the trailer coupler and the hitch/ball. As I left a parking lot, I recall making a sharp turn, apparently in the direction away from the side of the ball that the cable was on, which combined I think with the ring/cable connection at the bottom of the brake handle (and maybe the clip/cable end also) being kinked and hence effectively shortened, resulted in the parking brake being inadvertently applied.
>
> I KNOW that I didn't pull the parking brake and forget to release it, because checking that the handle is down is on my trailer checklist that I run through every time I get into the truck with the trailer attached, even at gas/bathroom/food stops. Could the emergency brake cable been flipped up for a while? Maybe, but I did not notice this during my every-stop check. Shame on me for not specifically checking this and being sure. I will now look at that more closely every time.
>
> So, I drove with the parking brake on, almost an hour, grrrrrrr. I noticed it by seeing the parking brake handle UP in my rear-view camera on the back of my camper. When I pulled over, the right wheel was smoking and the brake drum was glowing. The left side was hot, too, but not near as bad.
>
> I was very close to the Cook County Airport at Adel, Georgia, so I tip-toed over there and spent the night. A group of local homebuilders helped me the next day, I love aviation types.... When I got the wheels and brake drums off, the right (hot) side brake parts just dumped out, totally mangled.. The right side bearings were destroyed, and the spindle was scarred up and a very interesting shade of blue due to overheating. The left side bearings and brake parts were intact, but the brake shoe material was completely gone, I'll replace all the brake parts though. The left side spindle looked normal, but I will probably replace it and the bearings also just to be safe.
>
> The local O'Reilly's auto parts store had the right bearings, amazingly. I was able to assemble all back into a rolling configuration, NO BRAKES though, and a questionable right spindle, so I gingerly drove back the 250 miles or so to home. Trailer is now at my hangar, I'll be rebuilding the brakes and replacing the bearings and spindle(s) soon. I have all the parts I need from an axle salvaged from my previous trailer "adventure"....
>
> I now will route and hook up the emergency brake cable in such a way that it is held down and cannot get caught between the coupler and hitch or wrapped around the ball. I recommend that others check this. And I think I will put some kind of anti-kink fitting at the two ends of the emergency brake cable, to avoid a kink which reduces the effective length of the cable and increases the chances of inadvertent brake application.
>
> I'll bet this has happened before, maybe even without people knowing what caused it. My hope in sharing this is that my fellow soaring pilots will avoid experiencing this "adventure" in the future.
>
> Cheers,
> Jim J6

I understand that in some parts of Europe they require the safety brake cable, but don't require safety chains.
I opt for 2 safety chains, secured to the body of the trailer, and skip the brake cable to avoid the problem described.
FWIW
UH

[Burt Compton - Marfa Gliders, west Texas]

> I understand that in some parts of Europe they require the safety brake cable, but don't require safety chains.
> I opt for 2 safety chains, secured to the body of the trailer, and skip the brake cable to avoid the problem described.
> FWIW
> UH

UH is correct. Most glider trailers in Europe rely only on the brake system and have no safety chains. A few owners add them for redundancy.

When I picked up my Cobra trailers at the Port of Houston I brought SUBSTANTIAL chains and hookup hardware. Cross the chains underneath. Twist if they drag (until you can adjust the length.)

In an older Eastern European Blanik trailer, I noticed smoke in the mirror from one wheel -- brake was dragging (due to lack of maintenance) after about 10 miles. (I now carry a small fire extinguisher in my vehicle, for what it is worth.) When I tried to find replacement bearings from a large shop that specialized in bearings, they could not match them. They advised me to go down the street to a small horse trailer manufacturing shop, have the oddball axle unit (not Alko) cut off and American brand wheels, axle, hubs & bearings installed. They gave me an spare hub and bearings for $30. Now I can get more bearings at most US auto parts stores if needed. (I suggest buying a spare set of bearings for trailer.)
No brakes, just chains in that trailer.

On my Cobra's with the brake system, I drive and stop 5 miles before continuing to check the brake system, touch the hubcap for heat (carefully or fling a bit of water on it with a wet rag.) Do this at every stop en route.

READ the Cobra and Alko manuals about maintaining your brakes and at what juncture in the brake mechanical system you can make adjustments. You might be surprised where in the system small adjustments can be made, not necessarily on the brake adjusters in the hubs.

Note that the emergency brake handle should not go past 90 degrees vertical when brakes are applied.

Generally, the MAX SPEED LIMIT on glider trailers in Germany is 80 Km/hour. That's 50 mph. Yep, I take my time crossing the USA, usually on scenic back roads to avoid the big trucks passing me and blowing my van and trailer around. Those backroads are more interesting and often smoother than the truck infested Interstate highways. I start early, check tire pressures and the van engine, drive a few miles and check the trailer and keep going to just before sunset.


By the way, I no longer drive "straight through." Did it once in 1969, Marfa, Texas to Miami, Florida -- never again! Even as an indestructible 18 year old I was worthless and unsafe on the next day's drive, the last 400 miles to home.

Trade off driving with your crew person(s). (Driver has control of the music system.)
Audiobooks make the miles slide by. Aviation and space history and biography topics keep me awake.

Burt, on the road again.

[[email protected]]

Yeah.....what Burt says!!!!!!!!

I peak at the wing and fuselage fittings at that same 5 mile check and keep a cheap infrared heat sensor gun for my RV and trailer wheel temps.

Jeff Banks
N9

[AS]

On Sunday, March 10, 2019 at 12:12:36 PM UTC-4, Burt Compton - Marfa Gliders, west Texas wrote:
> > I understand that in some parts of Europe they require the safety brake cable, but don't require safety chains.
> > I opt for 2 safety chains, secured to the body of the trailer, and skip the brake cable to avoid the problem described.
> > FWIW
> > UH
>
> UH is correct. Most glider trailers in Europe rely only on the brake system and have no safety chains. A few owners add them for redundancy.
>
> When I picked up my Cobra trailers at the Port of Houston I brought SUBSTANTIAL chains and hookup hardware. Cross the chains underneath. Twist if they drag (until you can adjust the length.)
>
> In an older Eastern European Blanik trailer, I noticed smoke in the mirror from one wheel -- brake was dragging (due to lack of maintenance) after about 10 miles. (I now carry a small fire extinguisher in my vehicle, for what it is worth.) When I tried to find replacement bearings from a large shop that specialized in bearings, they could not match them. They advised me to go down the street to a small horse trailer manufacturing shop, have the oddball axle unit (not Alko) cut off and American brand wheels, axle, hubs & bearings installed. They gave me an spare hub and bearings for $30. Now I can get more bearings at most US auto parts stores if needed. (I suggest buying a spare set of bearings for trailer.)
> No brakes, just chains in that trailer.
>
> On my Cobra's with the brake system, I drive and stop 5 miles before continuing to check the brake system, touch the hubcap for heat (carefully or fling a bit of water on it with a wet rag.) Do this at every stop en route.
>
> READ the Cobra and Alko manuals about maintaining your brakes and at what juncture in the brake mechanical system you can make adjustments. You might be surprised where in the system small adjustments can be made, not necessarily on the brake adjusters in the hubs.
>
> Note that the emergency brake handle should not go past 90 degrees vertical when brakes are applied.
>
> Generally, the MAX SPEED LIMIT on glider trailers in Germany is 80 Km/hour. That's 50 mph. Yep, I take my time crossing the USA, usually on scenic back roads to avoid the big trucks passing me and blowing my van and trailer around. Those backroads are more interesting and often smoother than the truck infested Interstate highways. I start early, check tire pressures and the van engine, drive a few miles and check the trailer and keep going to just before sunset.
>
>
> By the way, I no longer drive "straight through." Did it once in 1969, Marfa, Texas to Miami, Florida -- never again! Even as an indestructible 18 year old I was worthless and unsafe on the next day's drive, the last 400 miles to home.
>
> Trade off driving with your crew person(s). (Driver has control of the music system.)
> Audiobooks make the miles slide by. Aviation and space history and biography topics keep me awake.
>
> Burt, on the road again.

Hi Burt,

>> Generally, the MAX SPEED LIMIT on glider trailers in Germany is 80 Km/hour. <<
Not true! Most glider trailers have been approved for 100km/h by now. In that case, they must place a white, round plaque or sticker with a black '100' on the tail end to indicate to the cops that they are not speeding when doing 100 with that trailer.
All this brake/bearing/tire burning up could be drastically reduced by installing a TPM (tire pressure monitoring) system with a temperature warning. The alarm would go off way before you would see smoke because the heat transfers into the air of the tire quickly. Mine is so sensitive that it will react to the trailer rolling on black-top vs. light concrete surfaces.

Uli
'AS'

[kinsell]

On 3/9/19 9:24 AM, wrote:
> I have been having bad luck with trailers recently.

I hear you had some bad luck with lithium batteries also. For the love
of all things aviation, stop buying lottery tickets!

[Eric Greenwell[_4_]]

AS wrote on 3/10/2019 9:44 AM:
> All this brake/bearing/tire burning up could be drastically reduced by installing a TPM (tire pressure monitoring) system with a temperature warning. The alarm would go off way before you would see smoke because the heat transfers into the air of the tire quickly. Mine is so sensitive that it will react to the trailer rolling on black-top vs. light concrete surfaces.

What brand TPMS did you get? I very much doubt the externally mounted (screw onto
valve stem) ones I use react quickly to internal temperature changes. Of course,
if the internal temperature goes up, the pressure will go up proportionally, and
that does immediately show on the TPMS.

--
Eric Greenwell - Washington State, USA (change ".netto" to ".us" to email me)
- "A Guide to Self-Launching Sailplane Operation"
https://sites.google.com/site/motorgliders/publications/download-the-guide-1
- "Transponders in Sailplanes - Dec 2014a" also ADS-B, PCAS, Flarm

http://soaringsafety.org/prevention/Guide-to-transponders-in-sailplanes-2014A.pdf

[AS]

On Sunday, March 10, 2019 at 8:36:42 PM UTC-4, Eric Greenwell wrote:
> AS wrote on 3/10/2019 9:44 AM:
> > All this brake/bearing/tire burning up could be drastically reduced by installing a TPM (tire pressure monitoring) system with a temperature warning. The alarm would go off way before you would see smoke because the heat transfers into the air of the tire quickly. Mine is so sensitive that it will react to the trailer rolling on black-top vs. light concrete surfaces.
>
> What brand TPMS did you get? I very much doubt the externally mounted (screw onto
> valve stem) ones I use react quickly to internal temperature changes. Of course,
> if the internal temperature goes up, the pressure will go up proportionally, and
> that does immediately show on the TPMS.
>
> --
> Eric Greenwell - Washington State, USA (change ".netto" to ".us" to email me)
> - "A Guide to Self-Launching Sailplane Operation"
> https://sites.google.com/site/motorgliders/publications/download-the-guide-1
> - "Transponders in Sailplanes - Dec 2014a" also ADS-B, PCAS, Flarm
>
> http://soaringsafety.org/prevention/Guide-to-transponders-in-sailplanes-2014A.pdf


Hi Eric,

I use this one:

https://www.amazon.com/gp/product/B00ZAIKT3U/ref=oh_aui_detailpage_o03_s00?ie=UTF8&psc=1

I needed one that can handle eight wheels.

Uli
'AS'

[Burt Compton - Marfa Gliders, west Texas]

>
> >> Generally, the MAX SPEED LIMIT on glider trailers in Germany is 80 Km/hour. <<

> Not true! Most glider trailers have been approved for 100km/h by now. In that case, they must place a white, round plaque or sticker with a black '100' on the tail end to indicate to the cops that they are not speeding when doing 100 with that trailer.

However, the approval to 100 Km/hour is only 62 MPH.
In the USA speed limits on the Interstate highways are 65 to 85 MPH.
My point is that many of us are driving too fast to rely on just a brake system . . . adding substantial chains might help save your sailplane at all speeds.

[[email protected]]

After a number of brake incidents over the years, I added a TPMS to my Cobra trailer last summer before I drove from NJ to TX (Bellacorp from Amazon). It worked as advertised most but not all the time (initially sensors would stop reporting but tightening them on the valve stem mostly resolved that).. I could see the difference in tire pressures and temperatures throughout the day, on dark vs. light pavement, and sometimes even from one side of the road vs. the other (angle of the sun). I didn't see much difference nor did it set off an alarm when the trailer brakes locked on after a hard stop. The temperature didn't climb all the way up to dangerous; I didn't drive very far before I stopped to check and then, a few miles farther, to disable the brakes. But maybe a really hot drum/brake hardware/spindle/bearings assembly, such as would have been the case if I hadn't pulled off quickly based on experience, would have goosed the temperature/pressure alarms. I suspect I would get a warning if the brakes locked on but possibly not in time to save the bearings. That's why I carry a full set, including grease seals, available online from several sources.

Chip Bearden
JB

[Bob Kuykendall]

On Sunday, March 10, 2019 at 9:12:36 AM UTC-7, Burt Compton - Marfa Gliders, west Texas wrote:

> By the way, I no longer drive "straight through." Did it once in 1969, Marfa, Texas to Miami, Florida -- never again! Even as an indestructible 18 year old I was worthless and unsafe on the next day's drive, the last 400 miles to home.

You mean you didn't have a Robert Drew Productions film crew to keep you company on the way home?

[[email protected]]

Other differences between towing glider trailers in Europe vs. the United States include the (mostly) smaller tow vehicles and lower speeds. Lighter weight and shorter wheelbase tow vehicles can have their stability overcome by trailer sway dynamics, thus the lower speed mandate. It is common in the US to tow with a full size pickup or large SUV, which are less available in Europe due to traffic congestion, higher gas prices and societal acceptance. For all you hear about the "Autobahn," remember that it is regulated quite severely as to what vehicles are allowed, and the total length is only 12,996 km (2017). The US Interstate system reaches 77,840 km (2016) with speed limits from 65-85 MPH. Higher speeds and longer point to point distances in the US with trailers designed for the European traffic environment require more frequent monitoring of the running gear, including axles, brakes and the European mandated "safety" surge brake systems.

Not complaining, though. I like my 1981 Cobra trailer, but my 2000 Ranger barely keeps up with traffic on the Interstate with it in tow. The trailer bearings, tires and brake system do require a certain amount of TLC to keep everything working properly. I see a LOT of people dragging valuable gliders around in poorly understood and abominably maintained trailers.

[Tom BravoMike]

On Monday, March 11, 2019 at 8:27:57 PM UTC-5, wrote:

>(…)
>For all you hear about the "Autobahn," remember that it is regulated quite >severely as to what vehicles are allowed, and the total length is only 12,996 km >(2017). The US Interstate system reaches 77,840 km (2016) with speed limits from >65-85 MPH. (…)

The length you quote is for the "Autobahn" system in Germany alone. For all the European Union it is 76,823 km (2016 as well), so about equal to the US. Considering intensive expressways construction in Eastern Europe it may very well have exceeded the US length by now (2019).

[JS[_5_]]

One Cobra I bought had a light on the front that would go on if the trailer's running lights were on and the hand brake was engaged.
Wasn't the tidiest installation, so it was removed. No photos taken.
Essentially a microswich actuated by a tab on the brake rod from the tongue.
Jim

[Charlie Quebec]

Yep, chains are mandatory here in Australia, Ive got two super heavy duty safety chains on my trailer. Cheap, simple and virtually fail safe,
We don’t have to have brakes on trailers under 750KG.

[Tango Whisky]

Le mardi 12 mars 2019 05:14:15 UTC+1, Tom BravoMike a écritÂ*:
> On Monday, March 11, 2019 at 8:27:57 PM UTC-5, wrote:
>
> >(…)
> >For all you hear about the "Autobahn," remember that it is regulated quite >severely as to what vehicles are allowed, and the total length is only 12,996 km >(2017). The US Interstate system reaches 77,840 km (2016) with speed limits from >65-85 MPH. (…)
>
> The length you quote is for the "Autobahn" system in Germany alone. For all the European Union it is 76,823 km (2016 as well), so about equal to the US. Considering intensive expressways construction in Eastern Europe it may very well have exceeded the US length by now (2019).

You seem to confuse Europe with Germany. Speed limit in France is 130 kph, in Italy it's 120 kph. I usually set my speed control at 120.
Yes, European cars tend to be smaller and lighter than US cars, but in contrary to the US we have engineers building them so that they drive well. The drivetrain is adapted to European conditions and drivers, and the cars are much more stable (people liking to drive fast on narrow and curvy roads) than any of the US cars I rent while on the wrong side of the pond.

[Stephen Struthers]

I have towed large and heavy trailer combinations all over the UK since the

age of 17 (40 years now) and not once have I had a brake issue or for that

matter a tyre issue. We don't use chains and to be honest I not sure I
would want them as the swing of a trailer having "broken away" would
likely cause the towing vehicle to have its own accident. That I would
rather
avoid. Out of interest how many of you have had a trailer break away from
the tow vehicle and what was the cause?

[Jock Proudfoot]

At 12:51 12 March 2019, Stephen Struthers wrote:
. Out of interest how many of you have had a trailer break away from
>the tow vehicle and what was the cause?
>
I have. 1979, towing with a motor home. Excessive vibration wore the front

side of the ball flat. then the hitch just slid up and off.

[BobW]

On 3/12/2019 6:51 AM, Stephen Struthers wrote:
> I have towed large and heavy trailer combinations all over the UK since
> the age of 17 (40 years now) and not once have I had a brake issue or for that
> matter a tyre issue. We don't use chains and to be honest I not sure I
> would want them as the swing of a trailer having "broken away" would likely
> cause the towing vehicle to have its own accident. That I would rather
> avoid. Out of interest how many of you have had a trailer break away from
> the tow vehicle and what was the cause?
>
"Ditto"...except: 1) I'm up to 51 years after beginning at age 18, 2) in the
USofA, and 3) I use chains 'religiously.' :)

Having done the bulk of my towing with a relatively lightweight vehicle (2600
lbs), I've long 'intellectually worried' what might happen in the wake of a
trailer becoming disconnected from the towball, but - to date - haven't
crossed the chasm from imagination to reality...and hope I never do,
regardless of the weight of the tow vehicle!

The closest call of which I'm aware was the time my wife requested I
reposition her side-by-side two-donkey-/axle-trailer after she'd unloaded at a
parade marshaling site. Despite reaching the driver's seat by approaching the
combo from the rear, I failed to even glance at the tow connection...which
she'd disconnected for some never-quite-understood-by-me reason. Upon feeling
an unexpected minor thump while letting out the clutch, I listened to 'that
little voice in my skull,' hopped out to inspect the connection, and learned
chains were about to become my friend. (I *did* lose a 'safety bolt' one time
while towing, but the latch continued to function...and, yes, the bolt
disappeared because I failed to properly snug the 'self-locking' nut I was
using at the threaded end.)

I suspect - but likely will never know for certain - that the vast majority of
'trailer came loose!' events are like the vast majority of aviation
events/accidents, in that (IMO) most are directly attributable to 'pilot
error' of some flavor or other.

Paranoia can be your friend, although - as always - YMMV.

Bob W.

---
This email has been checked for viruses by AVG.
https://www.avg.com

[[email protected]]

On Tuesday, March 12, 2019 at 9:00:06 AM UTC-4, Stephen Struthers wrote:
> I have towed large and heavy trailer combinations all over the UK since the
>
> age of 17 (40 years now) and not once have I had a brake issue or for that
>
> matter a tyre issue. We don't use chains and to be honest I not sure I
> would want them as the swing of a trailer having "broken away" would
> likely cause the towing vehicle to have its own accident. That I would
> rather
> avoid. Out of interest how many of you have had a trailer break away from
> the tow vehicle and what was the cause?

There have been quite a number of tongue failures of Cobra trailers with round tongues, towed almost exclusively by motor homes. Safety chains have kept almost all of them captive to the vehicle which meaningfully reduces the probability of a trailer killing someone else.
One friend noticed his trailer was gone at a fuel stop and drove back 40 miles or so to find it happily stopped in a grass median with no tongue. He was lucky.
The available update to square tongue is a worthwhile improvement if towing with a big vehicle.
UH

[[email protected]]

50 years towing for me, with everything from a Jeep CJ-7 (don't ask) to a van camper. I had the tongue of a Komet trailer break where it had previously been bent and straightened. The trailer was retained by the safety chains and also the brake rod. The wild swings behind the vehicle were apparently fairly dramatic to my sister following the rig but very controllable. I suspect the motion was exaggerated by the brake rod being yanked on and off repeatedly.

The tongue of the same trailer broke at the front attach point and the trailer settled onto the often-abused brake rod. The rear attach point stayed intact so it trundled along nicely. In our wide-bodied van camper, I didn't even know I had a problem until a guy pulled up next to us and waved back at the trailer, where smoke was pouring off the bearings/drums from the brakes being full on.

I concur with those who think our European trailers aren't really designed for the U.S. My Cobra tows fine up to any speed you want to drive. To be sure, it's 27 years old now but the brake system requires more maintenance than I would like and keeps developing new failure modes. The support for the spare tire failed a few years ago (fatigue at a weld) so I relocated the spare to the floor under the fuselage nose from its original position poised over the nose. I've recounted other problems in earlier threads.

There are just some cultural differences. When my Cobra was new, I noticed that when I flipped down the tailgate to act as a support, there was no protection for the painted metal edge of the tailgate where it touched the ground. I had to add rubber bumpers, which now come standard. But it's almost like the factory assumed that all of us would always assemble our gliders on grass airports and never on pavement (common here).

Chip Bearden
JB

[Charlie M. (UH & 002 owner/pilot)]

Agreed.

The only "issue" I have heard regarding chains as a safety device..... going down a long hill, trailer was not properly attached to car, trailer came off ball, car slowed, trailer tongue went under car and punched a hole in the car gas tank.
This was likely early 80's.

Yes, sorta heavy and long wheelbase tow vehicle lessens the issue of a glider trailer behind it. Part of why I bought a wagon in 98 for normal driving and glider towing.
Granted, a ASK-21 in an enclosed trailer means you really need a big tow vehicle (or lessen your speed).....my wagon was OK until an "oh poop" of an aggressive driver on a long downhill at speed cut across 3 lanes of traffic in front of me.....yikes.....

[Charlie Quebec]

I had a trailer with a club Libelle jump off the ball on a very rough railway crossing, examination revealed that it was a combination of a worn imperial ball and a metric tow hitch.
The safety chains saved the day, and stability was not an issue.
On another none gliding trailer, the coupling on the trailer my brother failed to put the chains on, and the trailer came off and crossed to the opposite side of the road, where another vehicle just missed.
I’m far happier to chain the trailer and risk myself, than to not and risk others.

[Dan Marotta]

Not really the same issue, but I recall the retrieve of a 1-26 when the
car towed the loaded trailer through a ditch and the trailer became hung
up at both ends with the wheels suspended in the air. What a hoot!

On 3/12/2019 11:04 PM, Charlie Quebec wrote:
> I had a trailer with a club Libelle jump off the ball on a very rough railway crossing, examination revealed that it was a combination of a worn imperial ball and a metric tow hitch.
> The safety chains saved the day, and stability was not an issue.
> On another none gliding trailer, the coupling on the trailer my brother failed to put the chains on, and the trailer came off and crossed to the opposite side of the road, where another vehicle just missed.
> I’m far happier to chain the trailer and risk myself, than to not and risk others.

--
Dan, 5J

[[email protected]]

“ but in contrary to the US we have engineers building them so that they drive well.�... Isn’t Fiat built in Europe? -:)

DC

[Tango Whisky]

Le mercredi 13 mars 2019 16:18:45 UTC+1, a écritÂ*:
> “ but in contrary to the US we have engineers building them so that they drive well.�... Isn’t Fiat built in Europe? -:)
>
> DC

Well... For me as a longtime Saab driver, a Fiat would never be a first choice ;-) but I would prefer it over any Chevy or its compatriotes anytime :-D

The bottom line is that US cars are designed for US street conditions and US driving habits, which are very different from the European conditions and habits. It just happens that for this reason, any mid-size car in Europe has no problem towing sailplane trailers - nobody here would actually think about which car to buy in order to trailer, even though we also may drive fast and across mountain ranges.

Bert TW

[[email protected]]

Il giorno martedì 12 marzo 2019 09:36:01 UTC+1, Tango Whisky ha scritto:

> You seem to confuse Europe with Germany. Speed limit in France is 130 kph, in Italy it's 120 kph. I usually set my speed control at 120.


This is incorrect.
The speed limits in France have been substantially modified in 2018.
The speed limit while towing a trailer in Italy have always been: 80 km/h on Highway, 70 km/h on other roads. In practice, the same as for heavy articulated lorries.
Italy is leading in Europe when it comes to speed cameras. Your average speed can be monitored over dozens or hundreds of kms.

Some more information regarding Italy:
.. fines are doubled when towing (including points penalties on driver's license)
.. +5 km/h tolerance always applies to any speed limit (or 5% whichever highest).
.. fines are bearable for up to "+10 km/h measured speed" VS "limit+tolerance"

in practice, most truck drivers set their cruise controls at 84 km/h GPS (no fine), or 94 km/h (relatively small fine). If you exceed 94, you're testing your luck or don't need your driver's license for your job: in this case, you may as well drive at 124 km/h as the fines and points cuts are just the same (as for 96 km/h).

If you receive a fine from the Italian authorities, make sure you understand all that's written in our language, not only the brief and inaccurate translation. Failing to notify the name and driver's license Number brings much heavier fines and legal costs.

In distant days I remember having towed my DG600 on the highway in the Appennines' bendy road at above 150 km/h with a 1600cc 115HP car. I'm old.


Aldo Cernezzi
www.voloavela.it

[Dan Marotta]

Big Brother is watching...

On 3/13/2019 10:44 AM, wrote:
> Il giorno martedì 12 marzo 2019 09:36:01 UTC+1, Tango Whisky ha scritto:
>
>> You seem to confuse Europe with Germany. Speed limit in France is 130 kph, in Italy it's 120 kph. I usually set my speed control at 120.
>
> This is incorrect.
> The speed limits in France have been substantially modified in 2018.
> The speed limit while towing a trailer in Italy have always been: 80 km/h on Highway, 70 km/h on other roads. In practice, the same as for heavy articulated lorries.
> Italy is leading in Europe when it comes to speed cameras. Your average speed can be monitored over dozens or hundreds of kms.
>
> Some more information regarding Italy:
> . fines are doubled when towing (including points penalties on driver's license)
> . +5 km/h tolerance always applies to any speed limit (or 5% whichever highest).
> . fines are bearable for up to "+10 km/h measured speed" VS "limit+tolerance"
>
> in practice, most truck drivers set their cruise controls at 84 km/h GPS (no fine), or 94 km/h (relatively small fine). If you exceed 94, you're testing your luck or don't need your driver's license for your job: in this case, you may as well drive at 124 km/h as the fines and points cuts are just the same (as for 96 km/h).
>
> If you receive a fine from the Italian authorities, make sure you understand all that's written in our language, not only the brief and inaccurate translation. Failing to notify the name and driver's license Number brings much heavier fines and legal costs.
>
> In distant days I remember having towed my DG600 on the highway in the Appennines' bendy road at above 150 km/h with a 1600cc 115HP car. I'm old.
>
>
> Aldo Cernezzi
> www.voloavela.it
>

--
Dan, 5J

[Stephen Struthers]

Well... For me as a longtime Saab driver, a Fiat would never be a first
choce ;-) but I would prefer it over any Chevy or its compatriotes anytime


The bottom line is that US cars are designed for US street conditions and
US driving habits, which are very different from the European conditions
and habits. It just happens that for this reason, any mid-size car in
Europe
has no problem towing sailplane trailers - nobody here would actually
think
about which car to buy in order to trailer, even though we also may drive
fast and across mountain ranges

Bert TW

Sorry Bert I beg to differ, I am UK based and have nearly always considered

the vehicles towing capabilities before buying a car. Rear wheel drive or 4

wheel drive are always my preferred options Audi 80 Quattro was good,
Subaru Legacy Turbo better, My present car Lexus RX 350 is surprisingly
good if a bit heavy on fuel. And saab and fiat shared a chassis for a
number of years !!! Fiat Croma and Saab 9000 I did actually tow a 2 seat
metal trainer from south of England to my club in the north of Scotland
using a Croma I borrowed from a friend, did the job well enough.

[Charlie Quebec]

I’m very pleased with the towing performance of my Mazda CX-5 twin turbo diesel, hardly notice the trailer, and get 10l/100km averaging 103 km/h.
(60 miles per hour and 24 mpg in primitive units) still perfectly stable at 160 km/h 100mph whilst towing.

[Mike C]

On Wednesday, March 13, 2019 at 6:26:21 PM UTC-6, Charlie Quebec wrote:
> I’m very pleased with the towing performance of my Mazda CX-5 twin turbo diesel, hardly notice the trailer, and get 10l/100km averaging 103 km/h.
> (60 miles per hour and 24 mpg in primitive units) still perfectly stable at 160 km/h 100mph whilst towing.

(60 miles per hour and 24 mpg in primitive units)

oo-whoo-ooo-whooo ;>)

https://www.youtube.com/watch?v=eEep67akIn4

[[email protected]]

And the winner in the Olympics Of RAS Thread Drift is Mike C.

However, I had forgotten just how funny that song was when it first came out.

[Mike C]

On Wednesday, March 13, 2019 at 9:03:02 PM UTC-6, wrote:
> And the winner in the Olympics Of RAS Thread Drift is Mike C.
>
> However, I had forgotten just how funny that song was when it first came out.

....And the crown roars in approval and chants in unison, Mike Mike Mike Mike!!!!

[Martin Gregorie[_6_]]

On Wed, 13 Mar 2019 09:27:23 -0700, Tango Whisky wrote:

> It just happens that for this reason, any
> mid-size car in Europe has no problem towing sailplane trailers - nobody
> here would actually think about which car to buy in order to trailer,
> even though we also may drive fast and across mountain ranges.
>
The only thing I've ever heard on that subject in the UK was advice to
buy a Ford Focus estate (four doors plus full width rear hatch) rather a
saloon was because the estate has stiffer rear suspension, so is more
stable when towing. That it also lets me cart more stuff around is a
bonus.


--
Martin | martin at
Gregorie | gregorie dot org

[Eric Greenwell[_4_]]

Tango Whisky wrote on 3/12/2019 1:35 AM:
> Le mardi 12 mars 2019 05:14:15 UTC+1, Tom BravoMike a écrit*:

> Yes, European cars tend to be smaller and lighter than US cars, but in contrary to the US we have engineers building them so that they drive well. The drivetrain is adapted to European conditions and drivers, and the cars are much more stable (people liking to drive fast on narrow and curvy roads) than any of the US cars I rent while on the wrong side of the pond.
>

The cars you are likely to rent in the US are not the ones used to tow glider
trailers, as they are typically noted rated for trailers over 1500 pounds. For
example, my Camry is rated for a maximum 1000 pounds trailer weight.

My understanding of trailer dynamics is the "stability" (pleasant handling when
driven without a trailer) you are speaking about is nearly irrelevant to
trailering stability. What I do think is important is the distance of the ball to
the rear axle, and my impression is that distance is generally less on European
cars than US cars in general.

--
Eric Greenwell - Washington State, USA (change ".netto" to ".us" to email me)
- "A Guide to Self-Launching Sailplane Operation"
https://sites.google.com/site/motorgliders/publications/download-the-guide-1
- "Transponders in Sailplanes - Dec 2014a" also ADS-B, PCAS, Flarm

http://soaringsafety.org/prevention/Guide-to-transponders-in-sailplanes-2014A.pdf

[Dan Marotta]

I think Mike was responding to the "primitive units" comment.Â* I'll just
leave it there...

On 3/13/2019 9:02 PM, wrote:
> And the winner in the Olympics Of RAS Thread Drift is Mike C.
>
> However, I had forgotten just how funny that song was when it first came out.

--
Dan, 5J

[[email protected]]

"...how many of you have had a trailer break away from
the tow vehicle and what was the cause?"

My wife has thrown sailplane trailers 3 times (thrown as in had them completely separate from the vehicle while in motion).

As I recall the first of her efforts was on the I-10 somewhere between Quartzite and Phoenix. The vehicle was an 18-passenger Ford van with the interior modified into a family camper of sorts. It had a step bumper to which the trailer ball was mounted. Unfortunately, the chains were also clipped to the bumper. The bumper was rated for a 5000 lb. trailer. I think a lot of our problems with sailplane trailers relate to their length and the resulting very high rotational moment of inertia about their axel. The loads on the hitch as the vehicle’s back wheels fall into a dip or go over a bump at high speed must be astronomical. At the very least, they exceeded the expectations of this particular bumper manufacturer. The bumper fell off. Responding to the resulting commotion my wife gradually applied her brakes.. The trailer caught up with the tow vehicle and the hitch, with the bumper still attached, nosed under the back of the van. The two vehicles decelerated together. There was no significant damage, except to the bumper, the mounting brackets of which showed clear evidence of fatigue. Good Samaritans helped park the trailer and bumper off to the side of the freeway, sending my wife on her way to get me. I didn’t hear about it until after I landed when she showed up without the trailer. It was a long weekend.

Her second try was after leaving the gliderport, which is on a bumpy (washboard) dirt road. Just after turning onto the pavement the trailer departed from the tow vehicle, maneuvered off to the right side of the road, probably following the crown of the road, and pulled to a stop alongside her. In this case the ball on the tow vehicle was attached to a proper heavy-duty tow bar in a square receptacle welded to heavy bars which in turn were bolted to the frame of the vehicle. The tow bar slides into the square receptacle and is held in place by a lateral pin which in turn is held in place by a safety clip… only it wasn’t. In fact, the safety clip was nowhere to be found. I had hooked up the trailer at home hours before and I’m sure I put the safety pin in properly, but I am also certain a properly installed safety clip cannot possibly fall out. So there. Anyway, the safety chains were attached to rings on each sides of the tow bar so they departed with the tow bar. One of the other crews leaving the airport that morning stopped to help my wife hook the rig back together. They had a spare safety clip in their vehicle. Again, I didn’t hear about it until after I landed.

My wife’s third attempt was by far her best. She’s driving a Suburban at 60 mph in the right lane of a busy four-lane undivided highway between Joshua Tree and Twentynine Palms. In this case the cause of the separation was, as Charlie so aptly put it, “a worn imperial ball in a metric hitch�. I like that wording. It almost seems to absolve me of any responsibility for the subsequent events, despite the fact that I’m a mechanical engineer and the hitch had been banging up and down on the ball for years. The safety chains had fairly beefy cast iron hooks, such as are often found on safety chains. Those don’t work. They aren’t able to withstand a sudden, forceful jerk. The trailer turned to the left, probably driven off by the last of the two hooks to break, threaded it way across the other 3 lanes of traffic and wandered out into the desert. This time I did hear about it. I turned around and came back to land at a nearby airport.

[Stephen Struthers]

Holy crap that not at all funny. Glad to hear no one was hurt. Mix of
imperial and metric never a good thing IMHO



At 08:12 17 March 2019, wrote:
>"...how many of you have had a trailer break away from=20
>the tow vehicle and what was the cause?"=20
>
>My wife has thrown sailplane trailers 3 times (thrown as in had them
>comple=
>tely separate from the vehicle while in motion).
>
>As I recall the first of her efforts was on the I-10 somewhere between
>Quar=
>tzite and Phoenix. The vehicle was an 18-passenger Ford van with the
>interi=
>or modified into a family camper of sorts. It had a step bumper to
which
>th=
>e trailer ball was mounted. Unfortunately, the chains were also clipped
to
>=
>the bumper. The bumper was rated for a 5000 lb. trailer. I think a lot of
>o=
>ur problems with sailplane trailers relate to their length and the
>resultin=
>g very high rotational moment of inertia about their axel. The loads on
>the=
> hitch as the vehicle=E2=80=99s back wheels fall into a dip or go over
a
>bu=
>mp at high speed must be astronomical. At the very least, they
exceeded
>the=
> expectations of this particular bumper manufacturer. The bumper fell
off.
>=
> Responding to the resulting commotion my wife gradually applied her
>brakes=
>.. The trailer caught up with the tow vehicle and the hitch, with the
>bumper=
> still attached, nosed under the back of the van. The two vehicles
>deceler=
>ated together. There was no significant damage, except to the bumper,
the
>m=
>ounting brackets of which showed clear evidence of fatigue. Good
>Samaritans=
> helped park the trailer and bumper off to the side of the freeway,
>sending=
> my wife on her way to get me. I didn=E2=80=99t hear about it until
after
>I=
> landed when she showed up without the trailer. It was a long
weekend.
>
>Her second try was after leaving the gliderport, which is on a bumpy
>(washb=
>oard) dirt road. Just after turning onto the pavement the trailer
departed
>=
>from the tow vehicle, maneuvered off to the right side of the road,
>probabl=
>y following the crown of the road, and pulled to a stop alongside her. In
>t=
>his case the ball on the tow vehicle was attached to a proper heavy-
duty
>to=
>w bar in a square receptacle welded to heavy bars which in turn were
>bolted=
> to the frame of the vehicle. The tow bar slides into the square
>receptacle=
> and is held in place by a lateral pin which in turn is held in place by
a
>=
>safety clip=E2=80=A6 only it wasn=E2=80=99t. In fact, the safety
clip was
>n=
>owhere to be found. I had hooked up the trailer at home hours before
and I=
>=E2=80=99m sure I put the safety pin in properly, but I am also
certain a
>p=
>roperly installed safety clip cannot possibly fall out. So there. Anyway,
>t=
>he safety chains were attached to rings on each sides of the tow bar so
>the=
>y departed with the tow bar. One of the other crews leaving the airport
>tha=
>t morning stopped to help my wife hook the rig back together. They
had a
>sp=
>are safety clip in their vehicle. Again, I didn=E2=80=99t hear about it
>unt=
>il after I landed.
>
>My wife=E2=80=99s third attempt was by far her best.
She=E2=80=99s driving
>=
>a Suburban at 60 mph in the right lane of a busy four-lane undivided
>highwa=
>y between Joshua Tree and Twentynine Palms. In this case the cause of
the
>s=
>eparation was, as Charlie so aptly put it, =E2=80=9Ca worn imperial
ball
>in=
> a metric hitch=E2=80=9D. I like that wording. It almost seems to
absolve
>m=
>e of any responsibility for the subsequent events, despite the fact that
I=
>=E2=80=99m a mechanical engineer and the hitch had been banging
up and
>down=
> on the ball for years. The safety chains had fairly beefy cast iron
>hooks,=
> such as are often found on safety chains. Those don=E2=80=99t
work. They
>a=
>ren=E2=80=99t able to withstand a sudden, forceful jerk. The trailer
>turned=
> to the left, probably driven off by the last of the two hooks to break,
>th=
>readed it way across the other 3 lanes of traffic and wandered out into
>the=
> desert. This time I did hear about it. I turned around and came back
to
>la=
>nd at a nearby airport.
>

[Dan Marotta]

Hmmmmm...Â* I'd say either don't let your wife pull the trailer or else
have HER hook it up to the car. :-D

On 3/17/2019 2:12 AM, wrote:
> "...how many of you have had a trailer break away from
> the tow vehicle and what was the cause?"
>
> My wife has thrown sailplane trailers 3 times (thrown as in had them completely separate from the vehicle while in motion).
>
> As I recall the first of her efforts was on the I-10 somewhere between Quartzite and Phoenix. The vehicle was an 18-passenger Ford van with the interior modified into a family camper of sorts. It had a step bumper to which the trailer ball was mounted. Unfortunately, the chains were also clipped to the bumper. The bumper was rated for a 5000 lb. trailer. I think a lot of our problems with sailplane trailers relate to their length and the resulting very high rotational moment of inertia about their axel. The loads on the hitch as the vehicle’s back wheels fall into a dip or go over a bump at high speed must be astronomical. At the very least, they exceeded the expectations of this particular bumper manufacturer. The bumper fell off. Responding to the resulting commotion my wife gradually applied her brakes. The trailer caught up with the tow vehicle and the hitch, with the bumper still attached, nosed under the back of the van. The two vehicles decelerated together. There was no significant damage, except to the bumper, the mounting brackets of which showed clear evidence of fatigue. Good Samaritans helped park the trailer and bumper off to the side of the freeway, sending my wife on her way to get me. I didn’t hear about it until after I landed when she showed up without the trailer. It was a long weekend.
>
> Her second try was after leaving the gliderport, which is on a bumpy (washboard) dirt road. Just after turning onto the pavement the trailer departed from the tow vehicle, maneuvered off to the right side of the road, probably following the crown of the road, and pulled to a stop alongside her. In this case the ball on the tow vehicle was attached to a proper heavy-duty tow bar in a square receptacle welded to heavy bars which in turn were bolted to the frame of the vehicle. The tow bar slides into the square receptacle and is held in place by a lateral pin which in turn is held in place by a safety clip… only it wasn’t. In fact, the safety clip was nowhere to be found. I had hooked up the trailer at home hours before and I’m sure I put the safety pin in properly, but I am also certain a properly installed safety clip cannot possibly fall out. So there. Anyway, the safety chains were attached to rings on each sides of the tow bar so they departed with the tow bar. One of the other crews leaving the airport that morning stopped to help my wife hook the rig back together. They had a spare safety clip in their vehicle. Again, I didn’t hear about it until after I landed.
>
> My wife’s third attempt was by far her best. She’s driving a Suburban at 60 mph in the right lane of a busy four-lane undivided highway between Joshua Tree and Twentynine Palms. In this case the cause of the separation was, as Charlie so aptly put it, “a worn imperial ball in a metric hitch�. I like that wording. It almost seems to absolve me of any responsibility for the subsequent events, despite the fact that I’m a mechanical engineer and the hitch had been banging up and down on the ball for years. The safety chains had fairly beefy cast iron hooks, such as are often found on safety chains. Those don’t work. They aren’t able to withstand a sudden, forceful jerk. The trailer turned to the left, probably driven off by the last of the two hooks to break, threaded it way across the other 3 lanes of traffic and wandered out into the desert. This time I did hear about it. I turned around and came back to land at a nearby airport.

--
Dan, 5J

[Charlie Quebec]

Any clunking noise from the ball/hitch combination is a warning that should not be ignored.
Good on you for accepting responsibility.

[CindyB[_2_]]

On Sunday, March 17, 2019 at 8:53:46 AM UTC-7, Dan Marotta wrote:
> Hmmmmm...Â* I'd say either don't let your wife pull the trailer or else
> have HER hook it up to the car. :-D
>
> On 3/17/2019 2:12 AM, mskoe.... il.com wrote:
> > "...how many of you have had a trailer break away from
> > the tow vehicle and what was the cause?"
> >
SNIPPED
The trailer turned to the left, probably driven off by the last of the two hooks to break, threaded it way across the other 3 lanes of traffic and wandered out into the desert. This time I did hear about it. I turned around and came back to land at a nearby airport.
>

Whew.

Fran's got more miles/hours in front of a glider trailer than most readers of RAS have in their logbooks. She knows how to hook'em up, but expects the PIC to do a preflight of all the equipment. Rightly so.

I can think of two other self-launching trailers.....but I am not familiar enough to know the specific causes. I would lay the first flyer on the repetitive event of Lots of Miles and Wear on the attachment ball. Henry Combs' custom trailer launched over an embankment on the downhill slope through Red Rock Canyon on a return leg. No one injured but N301Q. Both the glider and trailer were back in service after appropriate care. Mike might know about safety chains on that one. The tow car had logged around 300,000 crew miles.

And a Region 12 contest around 1988 or so, Trip Mellinger's trailer speared across northbound traffic and attacked a gas station wall in Mojave. That was probably a very early Komet trailer, attached by someone other than the pilot and left the airfield with an impromptu indentured crew. (All my suppositions.... )

I know there is a Charlie Spratt tale of a trailer that spent a long set of hours waiting in a grassy median for the bleary-eyed crew to make the next gas stop. Then they got to backtrack to find said detached-loiterer . . . ..

So.
It happens. More often than we would like. Preflight before you pull out the drive. One more walk around. Those two minutes save a lot of heartache. And the pre-spring maintenance underview also saves a lot of angst and expense.

Best to all,
Cindy

[Jonathan St. Cloud]

On Friday, March 22, 2019 at 12:59:16 AM UTC-7, CindyB wrote:
> On Sunday, March 17, 2019 at 8:53:46 AM UTC-7, Dan Marotta wrote:
> > Hmmmmm...Â* I'd say either don't let your wife pull the trailer or else
> > have HER hook it up to the car. :-D
> >
> > On 3/17/2019 2:12 AM, mskoe.... il.com wrote:
> > > "...how many of you have had a trailer break away from
> > > the tow vehicle and what was the cause?"
> > >
> SNIPPED
> The trailer turned to the left, probably driven off by the last of the two hooks to break, threaded it way across the other 3 lanes of traffic and wandered out into the desert. This time I did hear about it. I turned around and came back to land at a nearby airport.
> >
>
> Whew.
>
> Fran's got more miles/hours in front of a glider trailer than most readers of RAS have in their logbooks. She knows how to hook'em up, but expects the PIC to do a preflight of all the equipment. Rightly so.
>
> I can think of two other self-launching trailers.....but I am not familiar enough to know the specific causes. I would lay the first flyer on the repetitive event of Lots of Miles and Wear on the attachment ball. Henry Combs' custom trailer launched over an embankment on the downhill slope through Red Rock Canyon on a return leg. No one injured but N301Q. Both the glider and trailer were back in service after appropriate care. Mike might know about safety chains on that one. The tow car had logged around 300,000 crew miles.
>
> And a Region 12 contest around 1988 or so, Trip Mellinger's trailer speared across northbound traffic and attacked a gas station wall in Mojave. That was probably a very early Komet trailer, attached by someone other than the pilot and left the airfield with an impromptu indentured crew. (All my suppositions.... )
>
> I know there is a Charlie Spratt tale of a trailer that spent a long set of hours waiting in a grassy median for the bleary-eyed crew to make the next gas stop. Then they got to backtrack to find said detached-loiterer . . .. .
>
> So.
> It happens. More often than we would like. Preflight before you pull out the drive. One more walk around. Those two minutes save a lot of heartache. And the pre-spring maintenance underview also saves a lot of angst and expense.
>
> Best to all,
> Cindy

Cindy brings up a salient point. the pilot owner/driver should always be the person to close and secure and hook up or at the minimum do a through check. I picked up a glider from the shop having had a bit of work done. the shop owner had put the glider in tailer and closed up trailer. I was in a hurry and did not check everything. When I got to the first gas station I saw the back door of the Minden Fab trailer was no longer on the trailer.