Electric gate valve problem

Another blowout on the overweight axel!  Same outside left dual as last year!  This time it took out all of the wires in the dump area and broke the macerator.

To dump I find it is not possible to move the gate valves by hand pressure.  Called Phoenix near noon for guidance.  Carol tried to get Bob but couldn’t.  Said would ask him to call but nothing today. 

Googled Barker Mfg. “Auto Drain” and found the manual for model 24140.  It looks like there is no work-around other than removing the device from the pull shaft. 

I am out of ideas.  Can anybody think of something else to try other than wait months until repairs are done?

To dump I find it is not possible to move the gate valves by hand pressure. 

Not sure what you mean here.  I had an issue with a gate valve that would not close.  I was able to remove the electric actuator and then operate the valve by hand.  Have you removed the electric portion of the valve?  On myu rig that is just an add on and can be removed without affecting the actual gate valve.

Hope that helps but more info needed

Not sure how much destruction to the wiring, but if it's just wiring damage you may be able to jury-rig the wiring to use until you can get a proper repair.  If you override manually the electric actuator you may damage the gearing inside adding to cost of proper repair.   If your attempt to jury-rig wiring fails, then removing the electric actuator (removing 3 or 4 screws) would allow you to manually operate the valve.

Of more concern would be the blown tire and it's cause.  You indicated too much weight for that axle, maybe a trip to a scale and redistribution of cargo would be a good thing.

Larry

Not sure how much destruction to the wiring, but if it's just wiring damage you may be able to jury-rig the wiring to use until you can get a proper repair.  If you override manually the electric actuator you may damage the gearing inside adding to cost of proper repair.   If your attempt to jury-rig wiring fails, then removing the electric actuator (removing 3 or 4 screws) would allow you to manually operate the valve.

Of more concern would be the blown tire and it's cause.  You indicated too much weight for that axle, maybe a trip to a scale and redistribution of cargo would be a good thing.

Larry

I too would be very concerned as to the why of multiple tire failures.  I do not have a 2910 but as I recall one of the reasons PC eliminated the spare tire on later models was rear axle weight particularly on the 2910.  If indeed a scale shows you are at or above max allowable weight something must be done to get within design specs.  How old are the tires?  If these are original you are at the design life for a 2012 model.  Also when operating at or near max design weight it becomes critical to maintain proper cold air pressure.  Operating “under inflated” tires results in tire fatigue which is cumulative.  Excessive carcass fatigue as well as reduction of allowable loads due to age frequently leads to premature tire failure.  Since fatigue is cumulative proper pressure must be maintained at all times to maximize tire life. On my 2552 I maintain 80 psi (cold) in my rear tires which provides maximum allowable tire loading and reduces fatigue.


I am not suggesting you did anything wrong nor am I being critical instead I have seen numerous post on other forums regarding tire failure and the owners don’t fully understand the importance of weight, tire pressure, and age.  If this spurs someone else into gaining a better understanding of these parameters then it is worth it.

I see the discussion on tire life...a very important facet. we went from 41 ft to 31 ft and tire life is about 4-6 years affected somewhat by mileage. And mileage is not a factor years is the factor. And DOT on commercial vehicles does have age limits. Tire life on RV's is never mileage. This is not a car with the loads carried from time to time. So you  don't adapt your  old knowledge this is a new ball game with the RV so we learn a new set of rules for operating. Good luck with the adventure.

The overweight left rear problem of the 2910 was discovered by four-corner weighing 4 or 5 years ago. I have reported this to the forum numerous times since then.

As a result we travel with empty grey water and black water tanks and the barest amount of fresh water because that tank is under the bed at the rear left corner.   All relocatable weight is carried on the right and as far forward as possible.  And yes, we burned out a water pump in the process.

In spite of the precautions, the extra load on left rear duals may have taken its expensive toll in five-figure repairs and the purchase of seven more tires.

 

I saw this a problem on the left rear on my 2910 T It was at the limit of over loading with a full tank water. I went thru this with a 5th wheel.
I have posted in the past about this. I went to Rickson truck wheels and got 17.5 truck wheels and more ply tires. Now the tires is rated more than the axel.
No problems after that   JAS

I saw this a problem on the left rear on my 2910 T It was at the limit of over loading with a full tank water. I went thru this with a 5th wheel.
I have posted in the past about this. I went to Rickson truck wheels and got 17.5 truck wheels and more ply tires. Now the tires is rated more than the axel.
No problems after that   JAS

and for those who might want to see the thread he refers to - https://forum.phoenixusarv.com/index.php?topic=1910.0

ON the overload PC puts a spacer between (steel about 2 inches thick ) the axel and springs to make it level. They forgot to do this at the factory so Kermit sent it to me
with longer U-bolts to install.   My unit was lower on the left side 1 1/2  not loaded . The spacer makes it level . That shows a lot of weight on the left side tires and springs.   JAS