[Glenn]

I’m at your favorite Campground in Sevierville, Two Rivers and they miss your credit card!

[Glenn]

At one time in a previous life I designed products. One of the things required as part of the process of putting a new product into production was an analysis of how to service the product. Assembling the product in a factory environment was a whole lot different than accessing the same parts when the product is fully assembled and a hidden part needs to be replaced or repaired.

We learned a couple of life’s lessons from that. First, no matter what assembly methods we used in production, field service had to be done with readily available or common tools. If you ever watch service work on a conversion the chances are very good that the techs will have created special tools for certain repairs. If you do your own repairs you probably need to consider the tools you own may not be the tools you need. You might have to get creative.

Additionally, across the board I believe regardless of convertter I believe there is a higher priority on appearance than there is on service access. I cannot speak about all conversions, but the ones I have seen up close, very little thought was given to access, but a whole lot of thought was given to concealing fasteners and making something look attractive.

Finally, there are going to be tricks of the trade. Once you know them, a task that seems difficult or impossible becomes relatively easy. On my 97 coach for example I could service just about anything in the water bay, but if I wanted to make things easier I would not hesitate to pull the water tank allowing me complete access to everything with ease. I had tank removal down to a science and it took longer to drain than it took for me to pull it.

I have poked my nose in a lot of things on my coaches and been a sidewalk superintendent on other folk’s coaches and while some jobs were difficult they were all doable. The same applies to chassis repairs, all except for the part where access to the top of the engine in some coaches approaches impossible.

[Glenn]

Alternating current such as 120 or 240 as provided by a utility is deemed within acceptable limits if it is within a range of plus or minus 10% of nominal. The voltages cited are well within the acceptable range and if I always had electric power within that voltage range I would do a happy dance.

All UL listed or certified products are tested to that standard so I doubt if the issues are voltage related. If a GFCI trips it is not an overload or voltage problem, but a problem with continuity to ground.

[Glenn]

The center photo explains what I was trying to figure out, as I wasn’t sure what that switch actually did. That is the one they should have shut off!

I have the 12V master on the dash and the last two are in a separate outside locked door on mine, I have been using those when necessary.

Thanks for all the good advice. The coach is now at Charlotte RV center in Port Charlotte FL, hopefully they can do the right thing.

btw, how much should the house batteries cost approximately… (so I know if I am dealing with honest people).

[Glenn]

Thanks guys! I’ll give that a try.