Our gear was securely tied down so it wouldn't fly out during the rollover. You might lose some water out of the ice chest, but at least you won't be digging for your tools. Rollbar padding in critical areas is also a great injury deterrent. The rollcage should be inspected after a rollover for bends, cracks, or other damage.
Rollcage
Rollcages come in many shapes and forms, and some provide better protection than others. It's our belief that an in-cab, weld-in rollcage provides the greatest degree of protection, but that also depends on the quality of welds applied by the builder and the quality and type of material used. A bolt-in, in-cab 'cage can offer a similar degree of protection but should be reserved for vehicles used for low-speed trail situations. An interior rollcage can also offer mounting points for shocks, seats, and restraints and other items. Another option is an exocage, or exterior rollcage, which wraps around a vehicle's exterior instead of the interior. This type of rollcage is efficient to a degree but is best paired with an interior cage so that the proper triangulation can be obtained. Without some form of interior support, there is the chance of collapse upon severe impact. An exocage can also snag a lot of obstacles such as trees and rocks and will make the vehicle higher and wider. Material, tube diameter, and thickness are all important factors dictating the strength of a rollcage. Most off-road racing organizations require use of 1.750-inch by 0.120-inch-wall seamless 4130 chrome-moly or ASTM 1018/1026 CDS/DOM tubing for vehicles up to 4,000 pounds. Heavier vehicles should use 2.000-inch by 0.120-inch-wall tubing. Rollcages should be securely fastened to the body and/or frame and gusseted and braced at all intersection points. Body-mounted rollcages should be attached to floorboards using doubler plates on both sides that are through bolted with Grade 8 hardware. Weld quality is also extremely important and should conform to the structural welding codes dictated by the American Welding Society. All of this may seem like overkill for a trail vehicle, but it all depends on the price you put on the head you're protecting (i.e. yours).
On The Trail
The best tip we can offer regarding rollover prevention is to know your vehicle and its limitations. This is where the aforementioned common sense comes into play as well. We all want to be the guy who takes on the biggest obstacle and shows everyone how it's done, but that's not going to happen on 31-inch tires your first time out. Take the time to drive your 4x4 through varied types of terrain so that you're well aware of its capabilities. You can also complete trial runs on easy obstacles in a controlled situation to determine your vehicle's approximate center of gravity and roll axis. You'll also discover your own limitations in the form of the actual scare factor you'll experience upon getting sideways. Oftentimes, the scare factor sets in well before the vehicle has reached the point of rolling over and is a great indication that you're pushing your own limits more than that of the vehicle. Even still, you can typically drive through a scare factor, but driving beyond the vehicle's center of gravity can have more detrimental effects.
We attached a tree strap to the rollbar to create more leverage as we righted the vehicle using a winch line from a vehicle situated on the high side of the rollover. | 
With the strap secured, we were able to pull in the winch line until the Jeep had the passenger-side tires back on the ground and the driver-side tires resting against the rock face. | 
With the vehicle held upright with the winch line, the driver can use the opportunity to climb back in the driver seat. In some rollover situations, the vehicle can be righted without the driver behind the wheel, but others may require someone in the seat to partially drive or brake out of the obstacle. |