From: Bjorn Brandstedt (super_deuce@hotmail.com)
Date: Mon Jan 31 2005 - 17:23:45 PST
Thanks Ron for those words of wisdom! As a brand new M105 owner I can surely
use that kind of information.
Bjorn
>From: "Ron" <rojoha@adelphia.net>
>To: "Military Vehicles Mailing List" <mil-veh@mil-veh.org>
>Subject: Re: [MV] M-101 trailer crank jack
>Date: Mon, 31 Jan 2005 19:01:32 -0500
>
> He doesn't.
>
> An element of risk here because these trailers were designed with the
>thoughts of lots of idle hands hanging around waiting to assist the driver.
>And it increases when you have a load in the trailer.
>
> 3 (driver + 2 lifters) men minimum with standard folding support.
>Especially the single swivel wheel(ed) support on the M105 series because
>that puppy is HEAVY and awkward to fight with, especially if unused/unlubed
>for a while. Shovels and or pry bars are sometimes necessary to release or
>lift from/to locked position.
>
> 3 men with a US type crank up jack/wheel because you may be too low to
>swing it down to lock it or it was left extended when folded into the
>travel position and the tongue needs to be lifted to drop the support as
>with the non adjustable leg.
>
> 2 men with the Canadian style side mounted pivot crank. (Can be done
>with one in a pinch, see below)
>
> 1 man for any trailer if you have time, chocks, working hand brakes on
>the trailer and a high lift jack to get it off and if you have a good sense
>of direction and 'spatial cognizance or can 'use the force' to back into an
>open pintle/raised lunette without knocking the trailer bass ackwards. A
>second high lift can be used on the back of the trailer more conveniently
>than the rear 'steady' leg (if equipped) to keep the trailer from being set
>back on it's tailgate.
>
> Under NO circumstances get any part of you above/or between the
>vehicle/lunette when disconnecting a loaded trailer, especially if you
>loaded it after you hitched up to the truck. There is no way to positively
>KNOW that it is balanced or tongue heavy and could snap violently up when
>the pintle is unlocked. There are several indicators to look for in how the
>pintle/lunette is force loaded, but until you've done it a few times, safe
>is better.
>
> The balance point on an unhitched trailer with out a rear stabilizer
>can change instantly and dramatically as you move around in it or
>'relocate' the load while searching for something inside. As it tilts up
>and things start to slide back you don't want to be part of the stuff
>trying to get into the tailgate/ground interface cushion zone.
>
> Ronzo
> Trailer tipper overer, extraordinaire
>
> BTW... You ain't hitched 'til the cotter pin safety is in the pintle
>and the chains are hooked. In the case of the 1.5 tonners, air lines hooked
>up also. Sloppy means OSOFON......
>
>----- Original Message ----- From: "Patrick Jankowiak"
><recycler@swbell.net>
>To: "Military Vehicles Mailing List" <mil-veh@mil-veh.org>
>Sent: 30 January, 2005 21:27
>Subject: Re: [MV] M-101 trailer crank jack
>
>
>>These pics bring a questuion;
>>
>>When hitching and unhitching, I suppose the landing gear is put down. On
>>the non-adjustable kind, how can one be certain the trailer toungue etc
>>can be easily engaged/disengaged from the pintle? Considering the weight
>>of the trailer, and possible toungue load, how does one man handle this
>>job safely?
>>
>>This is concerning the M105 or M103 trailer in my case.
>>
>>thanks,
>>
>>Patrick
>
>
>
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