Yikes, all 4 wheels were smoking? The two times (different cars) when I've lost my automobile brakes on a long, steep mountain road, only one of the wheels smoked. I know the smell of burning brake fluid very well. Looks like this Sherlock was a particularly tough one to solve.
I can't believe that response never occurred to me ..... And coincidentally, I just completed a Bathroom renovation at home that included re-routing plumbing lines. My lovely wife DID use that very line on me, and I STILL missed the response ....
I still agree that boat trailers are not maintenance free.
Some automotive brake systems use a flexible membrane between the fluid and the air vent, so air is not in contact with the fluid all the time. If water were to enter the vent of a system like this, it would not necessarily get into the brake fluid.
I have also learned not to take things apart that are going to be needed to do something before you can get it back together. i.e. do the laundry and then take the washing machine apart.
Watashi wrote: " worked part time for a mechanic, for gas money while I was in school."
Yeah, me too,
And he wrote: "I had always worked on my own vehicles, but that experience removed all the 'fear of fixing' from me."
Me too, mostly. I don't attempt alignments, internal transmission repair, or the gaseous side of air conditioner repair.
And he continued: "The problem I have now is that I don't want to do that work anymore, but I have yet to find a 'professional' mechanic that does work to my standards."
About once a decade I find a job I don't feel like doing and hire it out. I get tired of taking it back and explaining what was done wrong. That seems to set me straight for another decade,
I understand your point that as an owner you would take better care of your stuff thanothers. Nine times out of ten, I would perform required maintenance on items that I own, but sometimes, it is better to have someone who has more experience and training work on an issue.
Thanks for all the comments. Here is more information that may help understanding some of the challenges I faced.
Air Vents.
All the master cylinders that I inspected have an air vent to the fluid reservoir, usually in the fill cap. This allows the fluid level in the reservoir to fluctuate to accommodate brake pad wear, thermal expansion, etc. However, many (all?) also have a diaphragm under the cap to keep out moisture from the atmosphere, rain, etc. In my case, I don't really know if this is sufficient to keep water out when the actuator is submerged during launching (under a few inches of water for a few minutes). This alone is good reason for me to flush the brakes regularly (which I do).
I don't think water will enter the system from the piston seals at the brake calipers, as those seals are designed to withstand the relatively high pressure of the hydraulic fluid when braking. The static water pressure against the seals from the outside when submerged is quite low, maybe 3 psi (6 ft. / 33 ft. X 14.7 psi). Also, the pistons don't move when under water because the brakes are inactive when launching (see below).
Why the Actuator Gets Submerged.
Contrary to the design of my trailer, the actuators for most boat trailers are not submerged during launching because the coupler remains attached to the hitch when launching. The actuator doesn't get into the water without the back of the tow vehicle being submerged (not a good thing).
My trailer is unusual because it carries a sailboat with a fixed keel. With the keel, the boat sits high on the trailer, so the trailer has to go relatively deep in the water before the boat will float off the trailer. To do this, the trailer has a separate extending tongue and coupler that is used only for launching.
Before launching, I completely unhitch the trailer from the tow vehicle, extend the launching tongue on the trailer, then hitch the tow vehicle to the coupler on the extended tongue. Since the surge brake actuator stays with the trailer frame, it is quite a few feet behind the tow vehicle when launching. Therefore my actuator gets submerged when launching, even though the back of my tow vehicle is out of the water.
Since launching requires use of the launching tongue, the brakes are totally inactive during launching because the coupler at the actuator is disconnected from the hitch. However, this is not a problem since the trailer brakes are not needed at the slow speeds used when launching.
Using A Professional
Why didn't I get a professional to do the repair? In this situation I didn't have much choice. I couldn't take the trailer a repair shop because I couldn't tow the trailer with the brakes dragging. A tow truck wouldn't have helped because the problem was the trailer, not the tow vehicle. Further, the trailer is too long to fit on a typical flatbed tow truck, so it would have required an expensive tractor trailer rig for moving large equipment. There also could be possible bridge clearance issues because the height of the boat and trailer even on the ground is already 12 feet high. And I couldn't take the boat off the trailer because I couldn't get the trailer to water. Catch-22!
On the scary side, one trailer repair shop that I talked to suggested that my best option might be to just tow my trailer to the shop by disabling the brakes. When I asked if he was kidding, he said I would be surprised at the number of boat trailers that do not have functioning brakes. Corrosion, maintenance and repairs can be such a headache (as I have found out), many people just disconnect the brakes. I now give a wide clearance to any boat trailers I see on the road!
The best system for surge brakes would be a solenoid valve that enabled them whenever the tow vehicles brakes were activated. That would remove the backing problem and the downhill problem as well.
I would have suspected corrosion someplace as a first candidate, since it seems that many designs of disk brakes are not even designed to be water resistant. At least, that was my experience with several of the 1970s Plymouth and Dodge products. The caliper pistons would rust ijnside, and the steel-on-steel sliding surfaces outside would rust, and so the caplipers would engage but not release. ON a boat trailer both the calipers and the master cylinder would automatically be suspects. And why would anybody make a brake system out of materials that everybody knows wil corrode quickly?
With LEDs dropping in price virtually every year, automakers have begun employing them, not only on luxury vehicles, but on entry-level models, as well.
The 3D printing revolution seems to have a knack for quickly moving technology ahead by way of collaborative effort and even a little friendly competition -- all of course in the name of scientific advancement.
Advantech has launched a new series of motion-control I/O modules to meet the increased demands that come with more distributed industrial systems that require control of a growing number of axes and devices.
Using almost 200 light-emitting diodes in the front and back of the new 2014 CTS, Cadillac designers are showing how LEDs can change the character of a vehicle.
From Dell / Intel® New Paradigms in Design Work Scott Hamilton, vertical market strategist for Dell Precision workstations, 5/2/2013 3
Early in my career, I worked as a draftsman and remember the days of drawing on vellum with numbered pencils and Mylar with plastic lead. This was a fun experience in the sense that I ...
I've been using workstations for more than 10 years and love finding ways to get more performance from my system. With demanding professional applications that require more power each ...
A lasting memory from my first job as an engineer in an auto assembly plant is standing on hard concrete at six in the morning, vending-machine coffee clutched in hand, listening to ...
A quick look into the merger of two powerhouse 3D printing OEMs and the new leader in rapid prototyping solutions, Stratasys. The industrial revolution is now led by 3D printing and engineers are given the opportunity to fully maximize their design capabilities, reduce their time-to-market and functionally test prototypes cheaper, faster and easier. Bruce Bradshaw, Director of Marketing in North America, will explore the large product offering and variety of materials that will help CAD designers articulate their product design with actual, physical prototypes. This broadcast will dive deep into technical information including application specific stories from real world customers and their experiences with 3D printing. 3D Printing is
To save this item to your list of favorite Design News content so you can find it later in your Profile page, click the "Save It" button next to the item.
If you found this interesting or useful, please use the links to the services below to share it with other readers. You will need a free account with each service to share an item via that service.
Tweet This
3 
