Cobra Trailer Emergency Brake Experience

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.

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).

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

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.

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?

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.

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.

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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

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.....

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