Injury from soft shackle failure
- Thread starter rjaym
- Start date
A buddy borrowed my 3/4" x 30' MasterPull a couple weeks ago to get a guy outta the mud. Worked perfectly but you can imagine what it looked like when done. I didn't see it cuz he's a good friend and took it immediately to the carwash and cleaned it up. Took a week to dry hanging on my spare.
Which brings up a good question...how do you safely clean kinetic rope, winch lines and soft shackles? Is a pressure washer ok? PSI limit? Certain detergents to use or avoid?
-Mac
The strands need to be opened up to allow the dirt to fall out. Your hands and a bucket of water work well.
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I do the same but I add a little soap and then rise it well, then leave it unrolled to dry
Everyone is sue happy these days.....
It truly amazes me how many people just cannot seem to understand this. I'm by no means anything close to even a seasoned pro but man if I had a penny for each time someone questioned "why do you have so much gear", "why do you have all the expensive stuff, just get it from Amazon..." I guess those kinds of people have never found themselves in a life or death situation where their gear, and the condition of it from the type of care it received, literally made the difference of life or death. Its something that I just dont think can ever be taught no matter how many pictures and videos are shown.
I'm glad you said this. In all my various projects in life I have always at least tried to purposefully create a known weak point. Kinda like a fuse or fusible link in an electrical circuit. So that if the intent or design of whatever system it is, in this case, recovery gear, there is a known failure point. The benefit of that is then you can at least have a little more attempt to control failure. Maybe that means putting the 'weak end' on one particular side so that if it fails, it mitigates damage and risk to life. Or depending on the situation, it allows for an assumed risk to injury buy reduces the risk of loss of life. All things I have learned over the years to incorporate and it hasn't let me down yet. I dont think this is thought of much though. Even the few recovery classes that various companies teach. Usually I have always just seen talk about sizing things properly. And yes although you still want the appropriate equipment for the job, it stands to reason to at least know where your intended 'weak link' is so that if it is broken, consequences are at least attempted to be mitigated.
But all the other problems aside, did anyone really have anything other than a 'duh' comment when it was said the shackle source was Amazon? I mean...for something as important as recovery equipment, which could mean life or death, that's not the same as skimping on an Amazon knockoff fridge..... Especially with there having been conflicting 'ratings'.
One of the kinetic rope companies just introduced a "fusible" link soft shackle that will break before you tear something up.
A fusible link soft shackle isn't rocket science. You're just undersizing one piece of gear. It's probably a 1/4" shackle. A lot of creative marketing and paying the right influencers and bam, you've once again created a product that nobody knew they needed or wanted.
-Mac
-Mac
No, it really isn't, it is actually fucking retarded. All you have to do if you want to be that silly is grab a soft shackle for an ATV, right? That's all it is, just a smaller diameter line that the shackle is made from.
But, if you are actually a fan of an engineered weak link to promote failure, why do we run synthetic line that breaks around 20,000 lbs. on a 9500 lb rated winch? How do you reconcile that with an engineered weak link? Shouldn't you be running 1/4" instead of 3/8" if you want it to fail sooner?
If you subscribe to the use of that stupid shackle, how do you ascertain the failure point of any attachment you might use? If you have actually done destructive testing to failure, do you really know that your 10,000 lb. rated tow hooks will fail at that level of force? Do you actually know that the two grade 8 1/2-13 bolts holding them to the frame are in good condition and torqued properly into frame nuts that are 100% viable?
What about the rear bumper? Are the bolts that hold it to the crossmember correct and torqued properly to withstand recovery forces? That guy who bolted hooks to the side of his frame. Do we know he has one of the good hooks and not one of the latest batch that is round on the bottom? Did he get the right size bolts in there or was it hot and messy that day and he just stuck something in there that will get him by until he gets around to it?
It's not a matter of promoting failure, that's a pretty lame argument. But an attempt at controlled failure so that a potential failure is predictable in the event that equipment limitations are exceeded. Nobody knows exactly how anything or everything is going to fail in all of the thousands of potential circumstances that could occur. I mean, going off your argument then I would say - ok why have crumple zones? Why have airbags? It's not to promote a wreck but to mitigate potential death in the event a wreck occurs. I have no experience personally with destructive testing. However my dad was the top NDT for Boeing for 30 years. So I have heard a thing or two about purposeful engineering a 'weak link' into a system so that catastrophic loss of life is mitigated. But I mean if you dont like the idea of at least trying to control a potential failure so somebody's 9 year old daughter in the passenger seat doesnt get her head ripped off because a potential failure wasn't able to at least be attempted to direct a specific way, then I guess you also don't like fuses, or what about circuit breakers in a house? Maybe we shouldn't have those either. All these things are purposefully engineered failure points to prevent excessive damage or in some cases catastrophic loss of life.
Also, just because I said it was 'cool' does not mean I subscribe to the amazon shackle that was used - in fact I specifically said against it.
As a sad side note, the Warn bumper I had on the JT came with laughably inadequate fasteners that wouldn't even hold up to being torqued to the proper specification. Pretty sad coming from Warn. So you never know if the equipment you carry, even being a name brand, is truly adequate - it coulda been made on a Friday 1500.
The only thing I have to say is they shouldn't be an idiot and have their 9 year old daughter in harm's way.
The Warn Hub Fuse should be a well adhered to lesson to avoid attempts at controlled failure which by the way is exactly the same as promoting failure regardless of how you want to try and split that hair. The Fuse was Warn's answer to attempt to limit catastrophic failure of other components by failing first. The problem with promoting that failure point is that is exactly what it did. We had folks in JV that had them, they would replace 2-3, or more on one trail. After 2-3 failures, then it was a pretty good bet that the pieces would blow up or ruin the locking hub body.
I don't see it being any different than just building a driveshaft using tiny u-joints that blow up before you break anything.
Fine, would you like some 1/4" ATV soft shackles to attempt your recoveries with? I'll even get some little tags made for them that have "circuit breaker" on them.
You're making my point for me. The only way you can predict that a 1/4" soft shackle will fail first is to test every aspect of the recovery you are doing under controlled conditions so you know exactly what will happen. If you can't and haven't done that, then you still don't know and all you are doing is limiting the possibility of a successful recovery.
Is this the one you are talking about?
The MAXTRAX FUSE SHACKLE has been designed and tested as part of the MAXTRAX RECOVERY SYSTEM. The MAXTRAX RECOVERY SYSTEM is comprised solely of MAXTRAX products and has not been tested with any third party branded products. Critically, if the MAXTRAX RECOVERY SYSTEM is overloaded the MAXTRAX FUSE SHACKLE is designed to be the weakest link, and the expected point of failure. Accordingly, YOU MUST USE a MAXTRAX FUSE SHACKLE in the MAXTRAX RECOVERY SYSTEM during any vehicle recovery. Only use rated recovery points when connecting the MAXTRAX FUSE SHACKLE or MAXTRAX CORE SHACKLE to a vehicle. Before using the MAXTRAX FUSE SHACKLE for a vehicle recovery, ensure that any person involved reads and understands ALL THE INFORMATION ON THIS packaging, and on any warning labels attached to the MAXTRAX FUSE SHACKLE.
1. Visually inspect the MAXTRAX FUSE SHACKLE to ensure it is undamaged and in a safe and usable condition.
2. Prepare the MAXTRAX FUSE SHACKLE by loosening and opening the loop sufficiently to allow it to slide over the knot.
3. Slide the loop over the knot.
4. Feed the loop of the MAXTRAX FUSE SHACKLE through the MAXTRAX HITCH, MAXTRAX KINETIC ROPE, MAXTRAX STATIC ROPE, MAXTRAX WINCH ROPE or the vehicles rated recovery point.
5. Slide the loop back over the knot or push the knot through the loop and pull both sides of the MAXTRAX FUSE SHACKLE to tighten the loop, positioning the knot so that the loop pulls at 90 Degrees next to the knot.
6. Place the MAXTRAX RECOVERY DAMPENER over the MAXTRAX KINETIC ROPE or MAXTRAX WINCH ROPE and attach to loop or Shackle.
7. Using MAXTRAX 4WD RECOVERY TRACKS to provide a ramp will greatly reduce the forces and loads on all equipment during the recovery.
8. Clear the area of bystanders and spectators.
9. Commence the recovery by GENTLY taking up the slack in the system.
10. If the recovery is initially unsuccessful, try again with SLIGHTLY more momentum.
Materials:
Ultra-High-Molecular-Weight Polyethylene and Polyester
Weight: 120g
Length: 550mm
MBS: 7000 kg/15432 lb
CARE & MAINTENANCE
The various components of the MAXTRAX RECOVERY SYSTEM are of high quality, but due to the very nature of their potential use, or misuse, they are susceptible to severe wear and tear, and to damage such as nicks, cuts, tears, fraying, burns and abrasion. Always carefully inspect MAXTRAX RECOVERY SYSTEM components before each use for wear and tear, cuts, nicks, abraded, burned, melted and frayed areas. DO NOT USE the product if it is damaged, cut, frayed, burned, melted, abraded or partially unwound OR does not have a clearly legible warning label fitted. To help prolong the life of your MAXTRAX RECOVERY SYSTEM components, they should be washed off, rinsed with clean fresh water and air dried at the earliest opportunity after use. To protect from external environmental weather factors, components should be stored inside the MAXTRAX RECOVERY KIT BAG. Replacement protective sheaths are available from our website.
SAFETY RECOMMENDATIONS
It is recommended that the minimum breaking strength of the strap should be between 2 and 3 times the gross vehicle mass (GVM) of any vehicle it is used with. It is advised that the strap must be suited to the gross vehicle mass (GVM) of the lighter of the 2 vehicles used in the recovery process.
SAFETY INSTRUCTIONS
Use only MAXTRAX Recovery products in the MAXTRAX RECOVERY SYSTEM. YOU MUST ALWAYS USE a MAXTRAX FUSE SHACKLE in the MAXTRAX RECOVERY SYSTEM for each vehicle recovery.
a) Persons intending to use the strap should consider completing a nationally recognised four-wheel drive training course, or contact a four-wheel drive club for comprehensive advice on the proper selection and use of the strap
b) the strap must not be used for lifting or conventional towing
c) the persons intending to use the strap must ensure the strap is not damaged and is in a usable condition
d) the straps strength and stretch are reduced when the strap is saturated with water
e) an object such as a recovery damper, heavy bag or blanket must be draped over the strap during use to reduce any unintentional rebound of the strap
f) before attempting the vehicle recovery, passengers of the vehicles involved must:
(i) exit the vehicles
(ii) stand as far away from the vehicles as possible
(iii) avoid standing in the path of the vehicle performing the recovery
The MAXTRAX FUSE SHACKLE has been designed and tested as part of the MAXTRAX RECOVERY SYSTEM. The MAXTRAX RECOVERY SYSTEM is comprised solely of MAXTRAX products and has not been tested with any third party branded products. Critically, if the MAXTRAX RECOVERY SYSTEM is overloaded the MAXTRAX FUSE SHACKLE is designed to be the weakest link, and the expected point of failure. Accordingly, YOU MUST USE a MAXTRAX FUSE SHACKLE in the MAXTRAX RECOVERY SYSTEM during any vehicle recovery. Only use rated recovery points when connecting the MAXTRAX FUSE SHACKLE or MAXTRAX CORE SHACKLE to a vehicle. Before using the MAXTRAX FUSE SHACKLE for a vehicle recovery, ensure that any person involved reads and understands ALL THE INFORMATION ON THIS packaging, and on any warning labels attached to the MAXTRAX FUSE SHACKLE.
1. Visually inspect the MAXTRAX FUSE SHACKLE to ensure it is undamaged and in a safe and usable condition.
2. Prepare the MAXTRAX FUSE SHACKLE by loosening and opening the loop sufficiently to allow it to slide over the knot.
3. Slide the loop over the knot.
4. Feed the loop of the MAXTRAX FUSE SHACKLE through the MAXTRAX HITCH, MAXTRAX KINETIC ROPE, MAXTRAX STATIC ROPE, MAXTRAX WINCH ROPE or the vehicles rated recovery point.
5. Slide the loop back over the knot or push the knot through the loop and pull both sides of the MAXTRAX FUSE SHACKLE to tighten the loop, positioning the knot so that the loop pulls at 90 Degrees next to the knot.
6. Place the MAXTRAX RECOVERY DAMPENER over the MAXTRAX KINETIC ROPE or MAXTRAX WINCH ROPE and attach to loop or Shackle.
7. Using MAXTRAX 4WD RECOVERY TRACKS to provide a ramp will greatly reduce the forces and loads on all equipment during the recovery.
8. Clear the area of bystanders and spectators.
9. Commence the recovery by GENTLY taking up the slack in the system.
10. If the recovery is initially unsuccessful, try again with SLIGHTLY more momentum.
Materials:
Ultra-High-Molecular-Weight Polyethylene and Polyester
Weight: 120g
Length: 550mm
MBS: 7000 kg/15432 lb
CARE & MAINTENANCE
The various components of the MAXTRAX RECOVERY SYSTEM are of high quality, but due to the very nature of their potential use, or misuse, they are susceptible to severe wear and tear, and to damage such as nicks, cuts, tears, fraying, burns and abrasion. Always carefully inspect MAXTRAX RECOVERY SYSTEM components before each use for wear and tear, cuts, nicks, abraded, burned, melted and frayed areas. DO NOT USE the product if it is damaged, cut, frayed, burned, melted, abraded or partially unwound OR does not have a clearly legible warning label fitted. To help prolong the life of your MAXTRAX RECOVERY SYSTEM components, they should be washed off, rinsed with clean fresh water and air dried at the earliest opportunity after use. To protect from external environmental weather factors, components should be stored inside the MAXTRAX RECOVERY KIT BAG. Replacement protective sheaths are available from our website.
SAFETY RECOMMENDATIONS
It is recommended that the minimum breaking strength of the strap should be between 2 and 3 times the gross vehicle mass (GVM) of any vehicle it is used with. It is advised that the strap must be suited to the gross vehicle mass (GVM) of the lighter of the 2 vehicles used in the recovery process.
SAFETY INSTRUCTIONS
Use only MAXTRAX Recovery products in the MAXTRAX RECOVERY SYSTEM. YOU MUST ALWAYS USE a MAXTRAX FUSE SHACKLE in the MAXTRAX RECOVERY SYSTEM for each vehicle recovery.
a) Persons intending to use the strap should consider completing a nationally recognised four-wheel drive training course, or contact a four-wheel drive club for comprehensive advice on the proper selection and use of the strap
b) the strap must not be used for lifting or conventional towing
c) the persons intending to use the strap must ensure the strap is not damaged and is in a usable condition
d) the straps strength and stretch are reduced when the strap is saturated with water
e) an object such as a recovery damper, heavy bag or blanket must be draped over the strap during use to reduce any unintentional rebound of the strap
f) before attempting the vehicle recovery, passengers of the vehicles involved must:
(i) exit the vehicles
(ii) stand as far away from the vehicles as possible
(iii) avoid standing in the path of the vehicle performing the recovery
Is this the one you are talking about?
The MAXTRAX FUSE SHACKLE has been designed and tested as part of the MAXTRAX RECOVERY SYSTEM. The MAXTRAX RECOVERY SYSTEM is comprised solely of MAXTRAX products and has not been tested with any third party branded products. Critically, if the MAXTRAX RECOVERY SYSTEM is overloaded the MAXTRAX FUSE SHACKLE is designed to be the weakest link, and the expected point of failure. Accordingly, YOU MUST USE a MAXTRAX FUSE SHACKLE in the MAXTRAX RECOVERY SYSTEM during any vehicle recovery. Only use rated recovery points when connecting the MAXTRAX FUSE SHACKLE or MAXTRAX CORE SHACKLE to a vehicle. Before using the MAXTRAX FUSE SHACKLE for a vehicle recovery, ensure that any person involved reads and understands ALL THE INFORMATION ON THIS packaging, and on any warning labels attached to the MAXTRAX FUSE SHACKLE.
1. Visually inspect the MAXTRAX FUSE SHACKLE to ensure it is undamaged and in a safe and usable condition.
2. Prepare the MAXTRAX FUSE SHACKLE by loosening and opening the loop sufficiently to allow it to slide over the knot.
3. Slide the loop over the knot.
4. Feed the loop of the MAXTRAX FUSE SHACKLE through the MAXTRAX HITCH, MAXTRAX KINETIC ROPE, MAXTRAX STATIC ROPE, MAXTRAX WINCH ROPE or the vehicles rated recovery point.
5. Slide the loop back over the knot or push the knot through the loop and pull both sides of the MAXTRAX FUSE SHACKLE to tighten the loop, positioning the knot so that the loop pulls at 90 Degrees next to the knot.
View attachment 547498
6. Place the MAXTRAX RECOVERY DAMPENER over the MAXTRAX KINETIC ROPE or MAXTRAX WINCH ROPE and attach to loop or Shackle.
7. Using MAXTRAX 4WD RECOVERY TRACKS to provide a ramp will greatly reduce the forces and loads on all equipment during the recovery.
8. Clear the area of bystanders and spectators.
9. Commence the recovery by GENTLY taking up the slack in the system.
10. If the recovery is initially unsuccessful, try again with SLIGHTLY more momentum.
Materials:
Ultra-High-Molecular-Weight Polyethylene and Polyester
Weight: 120g
Length: 550mm
MBS: 7000 kg/15432 lb
CARE & MAINTENANCE
The various components of the MAXTRAX RECOVERY SYSTEM are of high quality, but due to the very nature of their potential use, or misuse, they are susceptible to severe wear and tear, and to damage such as nicks, cuts, tears, fraying, burns and abrasion. Always carefully inspect MAXTRAX RECOVERY SYSTEM components before each use for wear and tear, cuts, nicks, abraded, burned, melted and frayed areas. DO NOT USE the product if it is damaged, cut, frayed, burned, melted, abraded or partially unwound OR does not have a clearly legible warning label fitted. To help prolong the life of your MAXTRAX RECOVERY SYSTEM components, they should be washed off, rinsed with clean fresh water and air dried at the earliest opportunity after use. To protect from external environmental weather factors, components should be stored inside the MAXTRAX RECOVERY KIT BAG. Replacement protective sheaths are available from our website.
SAFETY RECOMMENDATIONS
It is recommended that the minimum breaking strength of the strap should be between 2 and 3 times the gross vehicle mass (GVM) of any vehicle it is used with. It is advised that the strap must be suited to the gross vehicle mass (GVM) of the lighter of the 2 vehicles used in the recovery process.
SAFETY INSTRUCTIONS
Use only MAXTRAX Recovery products in the MAXTRAX RECOVERY SYSTEM. YOU MUST ALWAYS USE a MAXTRAX FUSE SHACKLE in the MAXTRAX RECOVERY SYSTEM for each vehicle recovery.
View attachment 547499
a) Persons intending to use the strap should consider completing a nationally recognised four-wheel drive training course, or contact a four-wheel drive club for comprehensive advice on the proper selection and use of the strap
b) the strap must not be used for lifting or conventional towing
c) the persons intending to use the strap must ensure the strap is not damaged and is in a usable condition
d) the straps strength and stretch are reduced when the strap is saturated with water
e) an object such as a recovery damper, heavy bag or blanket must be draped over the strap during use to reduce any unintentional rebound of the strap
f) before attempting the vehicle recovery, passengers of the vehicles involved must:
(i) exit the vehicles
(ii) stand as far away from the vehicles as possible
(iii) avoid standing in the path of the vehicle performing the recovery
These type videos are out there. I don't know what they finally came up with but watching stuff break and trying to predict the results with a damper, bag, or blanket is something you should NOT trust your life with.
From the Ditch Hitch site, they again load it with a bunch of "only works if you use our stuff" weasel words.
They also had this
A young man's story propels awareness of vehicle recovery safety
Jordan’s story is unforgettable. And that’s the point. Jordan Roppel was 18 years old and less than two months on the job at a perforating manufacturing plant in Standard, Alta., when the Toyota forklift he was operating got stuck in soft mud. What happened next is something that’s common in the oil and gas industry: workers decided to tow out the lift.The site’s lead hand drove his truck over to pull out the forklift. He attached a hoisting sling to a chain. A general helper secured an additional web sling to the other end of the chain and then over the truck’s hitch ball.
The lead hand got in the truck, while Jordan remained on the forklift. The lead hand drove the truck forward. The forklift didn’t move. The lead hand reversed the truck a few feet and then accelerated forward. Once, twice, three times . . .
On the final pull, the explosive force of the shock load snapped the hitch ball off and sent it flying at the speed of a bullet. Jordan died at the scene.
I'm not sure what fuses you are referring to. But you still fail to understand my point. The point is not to make an item weaker than its intended design, that makes no sense to the comment of using 1/4" ATV shackles is just weird. But rather make the rest of the components stronger which inherently still creates by design a weak point. It doesnt make everything else weaker. Put this another way. You have an electrical circuit with 10ga wire. Maybe due to the length of that run lets say the circuit is fused at 40 amps. Maybe you're just not a fan of crumple zones designed into a vehicle's frame and body to re-direct forces to avoid loss of life.
If you just make everything the same strength, then you have absolutely zero clue what, if anything, will fail and when. However, if you have at least a known weak spot you know that will fail, then there is some type of predictability.
I mean, if you don't believe in having a purposeful weak spot then thats just the same thing as saying circuit breakers are stupid and should be removed.
I understand it perfectly, you are just wrong. No big deal.
You never answered my point or addressed the fact that we stick 20,000 lb winch lines on winches rated for 9500. No, the 1/4" shackle isn't weird, that's what they are doing.
Oh, so we want the winch to break before the line does?
You need some Warn hub fuses, a box full. Maybe some 5-260-X U-joints to go with.
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