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Towing weight distribution display. Not the single most common tow vehicle, but bonus points for repurposing a treadmill.
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Similar concept in real life. 18-second video.
https://www.youtube.com/watch?v=mfLnLwFcSBc
I'm not exactly certain what the correction strategy should be here. I've heard both "foot off the gas" and "speed up".
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[QUOTE=Jon;96840]Towing weight distribution display. Not the single most common tow vehicle, but bonus points for repurposing a treadmill. /QUOTE]
It is a pity they did not show the other common mistake stupid people make - too much load on the tow bar. And another catch is the load CG too high.
I wish I had had a camera a couple of years back. A Ford F150 with a heavily loaded single axle trailer behind and all the load at the front parked at the supermarket. The Ford back springs were fully compressed and the front springs fully unloaded so that the idiot had almost zero weight on the steer wheels and therefore minimal control.
The kicker was the BIG bumper sticker across the front of the bonnet/hood
PUBLIC SERVANT AND PROUD OF IT
Probably 30 years ago now I saw an accident while waiting to enter a highway where a car with caravan with the same issue. When he came over the top of the hill the front wheels became airborne as the caravan CG moved forward in relation to the axle and increased the load on the tow ball. Then the cross wind took control. Fortunately the idiot was only crawling along in the fast lane and no one close behind. The highway was blocked for a long while but no serious injuries though I was late for work as I waited to give the cops my witness statement.
Here in Australia they now occasionally check the weight of trailers/caravans and issue small fines for overload but as far as I know they ignore CG issues even though those are far more serious.
When you do a great job securing a load.
https://diqn32j8nouaz.cloudfront.net..._a_tractor.jpg
I can only imagine hitting the trailer breaks only and only if the trailer does not start to correct using more gas and the trailer breaks. Worked with a fellow that talked about using this approach with a rig when the trailer tried to over take the tractor on slippery roads. By slowing down the trailer will only try to overtake the tow vehicle even more. Can only figure that slowing down would help if cought soon enough, if it can be cought soon enough, have to be very alert and aware of the potential involved. Real glad something like this has never even begun to happen to me. Despite some of the risks I have taken for the boss. No substitute for caution. Or the fortune of beginners.Quote:
Originally Posted by Jon
Eric
I worked on a rock dumping vessel with an ROV, we were sent home whilst the ship went to the quarry for more rocks. The ship hit an underwater mountain in the Norwegian fjords, capsized and sank with the loss of half its crew. A few years the ship was recovered and the 3 ton ROV was still strapped to the deck with 2 ton ratchet straps.
https://en.wikipedia.org/wiki/MV_Rocknes_(2001)
The Art of Dredging - Rocknes_capsizing
The tractor on the trailer is quite interesting, the weight is predominantly over the axles (tandem axles), the load capacity of the trailer by appearance only looks to be substantial enough to handle the load. Only two things missing from the equation Pickup truck and driver.
Towing weight is potential capacity, tongue weight is variable. As I find with every load.
Despite physical measurements and 'good' [?] weight specs, it winds up that I winch [inch, lol] load farther onto bed of my tilt bed single axle. 1602 kg / 3532 lb of vehicle can only do so much. That's why I carry A LOT of ratchet straps. Once I finish the E-track installation, it should improve positioning and tension angles.
E track,,, have always wondered if uni-strut could be made into light duty poor man's e track.
Eric