CATASTROPIC BRAKE FAILURE

Just a thought. I take a lot of the stuff out of my boat that is part of normal cruising and put it in the back of my one ton just because I have seen what the trailer looks like under a fully loaded boat. It takes a little extra time but I think it pulls the weight back from critical. I recently started to trailer with no water on my R25. I wish I could do the same with the fuel tank but I think it is important to keep it full to avoid the condensation. Every year with new additions the boat seems to get a little heavier.
 
Condensation due to a partially full tank is more a problem in theory than in practice for the size of tanks we have on our boats.
Certainly in a commercial tank holding tens of thousands of gallons or hundreds of thousands of gallons there is a large volume of air when partially empty that allows the accumulation of significant dripping condensation from tank walls and roof due to temperature cycling of day to night.
Our teensy little tanks have a small volume of entrained air when partially empty and they are not directly exposed to diurnal temperature variation.of sun warm metal to night wind rapid cooling.

Weight is the killer of bearings and tires. I make it a point to try and have my fuel tank below half when making the pull from Michigan to Florida. I keep the cockpit canvas in the pickup bed, along with the generator and other heavy items. Water tanks are empty. Wheel bearings are serviced and tires kept at 65 psi. I use an infrared thermometer at every stop and I inspect and feel the tires for evidence of tread separation or sidewall bulging.

In spite of close attention I discovered on the way home from Florida that my brake calipers had seized slide bolts and only the piston brake pad was making contact. This was evident by surface rust on the rotor on the outboard side while the inboard side was shiny. Changing to stainless steel caliper/bolts is now on the punch list.
 
CORPSVET - Do you know what your trailer weighs? I am trying to back down from the 12,320 value you had on the trailer to the weight I am putting on my 10,000 lift (boat with similar equipment and on-board fuel, water etc.).
 
The dual axle trailer weight was 1875lbs. I will check the triple axle sticker, nbut I believe it weighs about 2000lbs. When I weighed with the dual axle trailer I had 25 gallons of fuel and less than 15 gallons of water (including the water in the hot water tank) and less than 400lbs of personal items (bedding, silverware, food, toilet paper, socks, etc).
For those with dual axle trailers and Cut 28's, you need to talk to Andrew.
Love my TRIPLE! 😀
 
Will update all in the next few days but I should be doing an exchange with EZ Loader for a triple axle to go under my C 28 in the next few days. Finally got some local open water and a usable boat launch and just waiting to hear on exact timing. After a winter of contemplation, can't belief anyone had the balls to put this boat on a 9000 lb double axle to start with... Dreading the short haul to make the swap.
 
Final news on the change from a tandem axle EZ Loader 9000 lb aluminium trailer to a triple axle from the same manufacturer is all good! A round trip across BC with my Cutwater 28 was issue free and even allowed reduced stress levels in heavy rush hour traffic! The new trailer is listed as 13,000 lb capacity, 15,500 GVW so quite an upgrade, and I'm sure this will be the end of my trailer woes. Of note is the almost hurricane force winds experienced across central WA and the complete lack of stability issues experienced, although record low fuel mileage was certainly evident! Kudos to Fluid Motion, EZ Loader, and my dealer Port Boathouse in Port Alberni for rallying to the cause, and doing what needed to be done to address this serious overloading issue. Everyone on the highway is far safer as a result, not the least of whom is yours truly! It's nice to know that real customer service is still alive and well.
 
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