Last month I wrote about transporting vehicles upside down. I received many letters from the industry supporting my views and a couple of readers that opposed my view. I also received e-mail from a winch manufacturer who also supported my views and added that we should also be aware that a sudden movement of the load without having it properly secured by te down straps, may exceed the capacity rating of the winch. I would like to thank every one of their comments and please continue to read my articles and keep the comments coming.

In most areas the harsh winter weather is behind us. Now is a good time to go over your equipment. Always of course, do your pre and post trip inspection daily. But this inspection should be in greater detail, because the winter weather has put strain and stress on your equipment. In most cases, winter weather tests you and your equipment to the maximum.

Of course, you check your wire rope, if strands are broken or bent, replace it. Check your chains, inspecting each link and hook, replace if cracked or stretched out. Dispose of them when they are replaced. If you don't, they might be re-used accidentally in your operation.

Next, look closely at your body mounting bolts, these are the bolts that attach the equipment body to the truck chassis. If a rust trail is visible, it is a sure sign of the bolts being loose, because the two metals are rubbing together and creating rust and premature wearing of components. Check your chassis and equipment body for stress cracks. If cracks are found, you should seek expert help to have this repaired. You may contact your equipment manufacturer or a certified welder. Don’t attempt to weld these cracks yourself. Should you repair these cracks, and you are not qualified, you may be held liable if any incident should occur. Check pins and lift components, replace them if necessary. Replace any grease fittings that may become broken or clogged.

It’s also a good time to check all fluids including the transmission and gear oil in the rear assembly. If it appears milky in color, it may be contaminated with water. It must be flushed out and refilled with fresh oil. The water could have leaked in through a worn axle seal or the vent tube on the rear assembly, if you traveled through deep water.

These items I mentioned should be taken care of as soon as possible. Should they fail completely, you may have an accident or be injured. Your equipment should always be in a state of readiness, because of the nature of our industry.

Safety is a six-letter word and a seven-day job. Remember that safety is no accident.

PROPPING UP THE PLANE

It doesn't look very pretty, but this commuter aircraft, its pilot and its passenger, were all safe after the plane went gear-up into Hart Field, Morgantown, West Virginia's airport. The real story, however, belongs to the tower who recovered the aircraft over the course of five hours. Summers Towing and Repair, Inc. was founded in 1947 by Oscar Summers and is now operated by his son Darrell, a second-generation tower with a long-standing, professional, training oriented, approach to serving his community. As a result of that solid reputation, the staff at Hart Field turned to Summers Towing to handle this rather unusual recovery.

Airport Manager Charles L. Keener, II contacted Summers Towing and told them that an Air Net Express twin-engined Aerostar had landed on their south runway, gearup. Summers responded in ten minutes, and began to assess the situation.

Several problems became immediately apparent: first, the airport had to be closed due to the wind, which was strongly favoring the runway on which the incident occurrerd. Second, the airport manager requested that back-up equipment be brought to the scene. This would allow the towers to clear the runway on a moment's notice, in the event that another aircraft should declare an emergency. Summers called in his low-boy, a 48' Trail-Eze with a Peterbuilt 379. If need be, they could immediately winch the aircraft onto the low boy and clear the runway.

Summers had recently acquired a set of air cushions from Air Cushions USA and, after examining the aircraft with airport personnel, it was decided to place cushions under the engine nacelles and the nose of the craft.

Their initial attempts to use the cushions were hampered by the strong winds blowing the length of the runway, so it was decided to use the slings from their 45-ton NRC to cradle the fuselage, stabilize the aircraft, and permit the lift to continue.

Once the plane was suspended over the runway, the gear was lowered and locked into place using the aircraft's auxiliary hydraulic system. Airport personnel then hooked an aircraft tractor to the nose wheel, and towed the plane into a nearby hanger.

Looking back at the recovery, Summers is glad tht he made a sales call to Keener when he acquired his air bags last November. That call stuck in Keener's head, and Summers was the first person he contacted after the incident occurred.

Towers that are called out on this type of recovery should keep in mind that an aircraft's center of gravity (CG) is located roughly at the center of the wing. Knowing this, a towing operator using similar equipment could place two bags under the fuselage at opposite sides of the CG, thus balancing the craft more easily with the wing and fuselage bags. Also (and this is more problematical) it might have been possible to position one of the recovery vehicles to obstruct the prevailing wind, and lessen the rocking motion.

Thanks to the knowledge and experience of Summers Towing the aircraft was not damagaed any further and, in fact, flew away shortly after being fitted with new props. Summres rightfully enjoyed great praise from Keener, who lauded the professionalism of Summers towers, and noted that they,"responded immediately, took direction and stayed on the scene until the recovery was complete, and the plane in the hanger."