Jerry
Forum Replies Created
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The purple app is still compatible on iOS 11 per crestron, but I’ve seen issues with the individual iPad models have issues with the iOS 11 updates. If you go to about – please post your iPad model of both the working iPad and the one you’re having the issue with. If it is easier you can post the the screen shots or pm me.
Also, confirm on both iPads you have same settings under the connection s in the crestron app itself. You may have to make a small setting change to do this. This setting should not have changed, but you should record these settings just in case removing and reinstalling the app is a potential fix.
the purple app was replaced by the silver one in 2013. Jeff, are you able to offer to convert these over to the new Version for any of the converters?
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I’m having a similar issue where I just got all new batteries and inverters only one will go into charge mode. The other will not. Anyone help me out here?
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Enjoy the skeeters and airboat noise.
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Prior to the widespread use of slides, and the need to have the aux compressor providing air for the seals few conversions had problems with moisture coming from the aux compressor. Not because the air was necessarily dry, but because few of the coaches needed to have the accessory system pressurized all the time. But slides with pneumatic seals have forced owners to keep the accessory system pressurized at all times and because of that need dealing with moisture became something that had to be done.
A coach with a tight accessory system whose aux compressor rarely operated had less moisture issues, but a coach with the leaks that eventually cause the compressor to run more and more frequently have moisture present in significant amounts. In high humidity areas a coach whose compressor cycles often will create enough moisture in a water traps such as those pictured above to fill the bowl within a week. After that the moisture is carried into the coach accessory system and accessories few of which can tolerate moisture.
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I had downloaded the app earlier. Once AITA helped me remember my login info, I am good till 10/18/2018.
Thanks Tom (Jon too)
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Speaking as a Monday morning quarterback as PIC he made two serious errors. The first brought him to the ultimate cause of the accident and that was icing.
All of my early years flying were in the lee of Lake Erie flying out of Jamestown NY where it is one of the greatest air frame ice producing areas of the country. Airframe ice is very bad and pilots learn or should learn the three rules relating to icing forecasts and reports.
Rule #1….don’t go into icing conditions.
Rule #2….If you get into icing, get out. Immediately.
Rule #3….If you are dumb enough to ignores rules #1 and #2 understand your only remaining option is to place your life in control of the successful operation of the aircraft anti icing and de-icing systems.
Icing conditions do not necessarily mean the flight cannot be conducted safely, but it means the pilot has to plan how he is going to avoid or cope with icing if it should occur.
That flight got into icing and both pilots were aware of and discussing it. Icing destroys lift so it is imperative the pilots do everything possible to avoid a stall (the plane quits flying in a stall).
But instead when a stall was imminent in a plane well equipped to not only deal with ice, but to warn of a stall the pilot flying made the absolute worse choice of action by pulling back on the stick and it was at that point the flight was lost.
This relates to driving skills also. Some driving conditions require a driver to respond in the exact manner required to deal with a situation. That could be everything from wheel lock up to a skid on black ice to loss of control in a turn. I am not suggesting every drive go to the local Walmart parking lot to see how the car reacts when it starts to skid, but I am suggesting a driver anticipate issues, plan ahead and to react automatically when something happens As an alternative a driver has to make certain he never ever puts himself in a position where he needs those skills.
That means if he has had no recent hands on experience and one of the safety systems on the vehicle quits he has to take control and make absolutely certain he either knows how to prevent or get out of a skid, prevent or handle emergency braking, or is prepared to park to wait for the car to be repaired.
It did not help that both Colgin pilots were not concentrating on the flight. They were both busy discussing their inexperience with weather instead of concentrating solely on flying. They let the autopilot bring them almost up to the stall, and then when the AP was disconnected they themselves stalled the plane. I cannot think of a better lesson to teach people the cost of distracted control of a vehicle.
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Methinks he wants to run the antenna feed to the TV not the output of a tuner to a TV used as a monitor (HDMI).
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Al,
I absolutely agree! They certainly deserve it!
But, hey, a little digg’n at them wouldn’t hurt, right?
We had the pleasure of meeting both guys at the Motorcoach Country Club in Indio, CA, when we stopped by there when our bus was new. Certainly nice meeting the guys.
There must have been three or four fella’s that stopped by, I’m just trying to remember everybody, I certainly remember Sid and Bernie. It was such a quick visit.
Sid and Bernie, do you remember who the other guys were?
(And please forgive me for not remembering the other guy’s names).
Mark
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You will not get the air movement from computer type fans, I think generallly they are rated around 100 to say 170 CFM.
The Red Dot motors and the squirll cage fans should put out significantly more air. If they are making a lot of air and consuming too much power, they may be fixing to go south on you. They should only draw an amp or so.
As Jon said the circulation pump or pumps can be a significant draw.
My 99 CC uses two M&P 12 volt pumps and when they are needing replacement they will easily blow the fuses.
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We traveled a short distance today and the stick worked fine while idling. The cruise works, so I did not try it for that.
As I have mentioned, the problem seems to be the high idle does not receive the message that the brake is engaged although it is and working fine. Jeff is wallowing that in his mind and will have a genius moment soon, I am sure.
For kicks and grins I replaced the R22 relay that Jeff mentioned before all the facts were known and it was not the culprit. For future reference the R22 relay on my vintage is a 24 volt relay located in a shoe box size enclosure on the floor of the compartment under the front seat. The schematic is on the underside of the lid.
It also has relays for the ABS, engine brake, two breakers for the ABS and two resistors for Fast Idle DDEC CTR.
Davy
Are my pictures showing up?
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Cliff,
One of the recommendations at the last seminar was to digitize all your converter manuals and other information particular to your bus and put on numerous zip drives (thumb drives) for back up and put one in the coach so you can look at it with your lap top when on the road and you have a problem. We were given a zip drive with all the Prevost info. Great idea I am working on.
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Thoughts and Prayers , Sorry for Your loss.
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My fault Joe, it was still waiting on our approval and I missed it.
Should be up now and thanks for participating on the map, wish more would. Nothing better then seeing a campground in Podunk and knowing a PC member was there at approved of the location.
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M and C gets a shout out for providing the correct address!
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You would have to be careful of wheel well clearance, 365’s are close.