[Bob]

Clifford,

What we have been seeing is the impact of the economic down turn and the changes it brought about regarding financing. The magic number is 10 years, with maybe some wiggle room but after 10 years it is generally difficult if not impossible to finance a coach.

The ripple effect from this is creating situations as you describe. I suspect the same holds true for planes and boats.

[Bob]

I just looked and if information was posted about the fuel discount program it is gone. Too bad because for the $100 POG members deserve to be able to talk about things of interest and beneficial to them.

[Bob]

Bill, I will offer one addition to these valuable comments on use of your jake that I learned from a Greyhound driver trainer on another site. NEVER use the jake or retarder when the road is slippery. It risks locking the rear wheels and a possible sideways slide. The other valuable advice I took from that old bus warrior is to moderate speed as reaching the top of the grade, especially in wet or snowy conditions, as you sometimes can’t see what’s on the other side.

[Bob]

some I used in my home built conversion. available in all shapes and light colors /shades.of white etc.

[Bob]

Greg and others,

If you want start a new thread to create a group of buyers. I think with the numbers on here now the number of interior lights to replace halogens could easily be in the thousands.

We’ll do what we can to make it easy to keep things organized.

[Bob]

Jon, I live in Ga, so as you know, I’m in humidity and heat a lot of the time. Most of my traveling is in the southeast. It really bugs me when its raining, and warm outside, so then the condensation starts on the windshield. Looks like a large glass of icewater sitting outside.

Tom, let me know what you find out, I’ll do the same if I dig in the dash.

I called a Prevost guy where I bought my coach, and he said “lots of people have the same problem, and most devise plastic deflectors”

[Bob]

Great looking coach, awesome TV and mount, and great asking price. I think CarFax will tell you when and in what state each title transfer took place. It won’t give you a name, unless it was a Montana or similiar registration with an LLC.

[Bob]

[Bob]

;

[Bob]

Good one Jack. I forgot about that. That little school he went to stole their orange color from TN and their initials from OH.

[Bob]

Bryan,

Yes it is entirely possible the converter set up the inverters to run 4 AC units, and like Vantare coaches for example it may have been set up to handle all 120 volt circuits.

Was it Clint Eastwood that said “a person has to know his limitations?” If so it is probably because he owned a coach, my point being we all have to deal with energy management and to do that effectively we have to know how our coaches are set up and how they will respond to changing conditions such as a power outage.

Not knowing your coach I am guessing you might have had some options to get power to your 120V devices such as the generator or restoration of shore power. With the blown fuse however it is likely you had no way to draw or restore battery power.

[Bob]

still trying to get this down: 60 serries w/10 spd auto shift. installed now

[Bob]

Bryan,

I believe your Trace inverters are 4KW units. If so, at 12.5V you could draw 320 amps from the batteries and 12.5V is not unusual as you draw the bank down a bit. There’s also the inverter’s ability to support greater than its rated current for a very short period of time. When it’s supporting surge the DC current requirements will certaily exceed the 300A fuse’s ratings. The question then is will the fuse blow before the inverter’s protective circuits kick in. With two airs on during inverter operations and drawing from a common inverter you are drawing about 240A @ 12.5V or 25A @120V for both airs. The compressor’s startup or inrush current will be much greater. Besides the expected startup current increase it can be even greater due to things like an aging start capacitor or a restart before the compressor’s head pressure has come down. You did say one of your airs is not fully operational, so I’m not sure what it’s power demands may be when it’s cycling, which it sounds like it was probably doing. I’d chock this one up to the bad air unless it happens again after it’s repaired.

Another situation may cause the fuse to blow, but it doesn’t sound like the case here. You should never switch from one AC power source (commercial and generator) to the other with a load on the inverters. The reason is that the phase relationship between the current power source and the one you are switching two are likely not in phase. The further out of phase they are the more likely the instaneous voltage spike caused by the differences in phase will be damaging. In the old days we always used break before make transfer switches to eliminate this problem. The down side is that their would be a momentary loss of power. FWIW, your inverters are more complex than others in that they maintain a phase relationsip with the incoming AC power so they can augment the incoming AC power. This too makes them more likely to have problems when the incoming AC power is switched unless there’s a momentary period where no voltage is being supplied..

Keep a spare, fix the air, and see if the problem happens again.

[Bob]

I’m parked on Stitts Road (east side) in Camp Schoeller half a block north of the dump site. I’ll try to look up the others here, but that could present a challenge. There may be more than one Bonanza with a tent beside it. ‘Anyone have Jerry’s tail number?

Ron

623 six four zero 1626

[Bob]

The alternators I have removed from the 60 series have a support bracket and never use a regular grade 8 bolt use only a good grade of flange bolts