things that can go wrong that we can prevent/or not

[davidkerryedwards]

Where do you typically do your work as a full-timer? In a campground? I think
the throttle
linkage seal you mentioned replacing is a typical weakness of the 3208. At
least I seem to
recall some mention of it on a diesel site somewhere.

Kerry

--- In WanderlodgeForum@yahoogroups.com, tommy240842@... wrote:
>
>
>
> Posted by: "Chris Reed" _chrisreed26@... _
> (mailto:chrisreed26@...?Subject= Re: Road trip blues) _chrisreed26 _
> (http://profiles.yahoo.com/chrisreed26)
> Mon Jun 26, 2006 8:36 pm (PST)
> Aside from belts and hoses, what else can I do as far as preventive
> maintenance to make sure I don't end up on the side of the road....I can't
imagine
> going through what Kerry is now....what else should I be checking under this
> bus?
> Chris Reed
> 83 FC35 SB
> Plant City, FL
> Waiting for new/rebuild engine cooling fan....
>
> Hi Chris (and the rest of the group);
>
> This is one of the reason's that Mike H. and some others caution "newbee's"
> to be very careful when buying a used coach, and have deep pockets. These are
> very complicated coaches, lots of systems, many things that can potentially
> fail with little fore warning. Your coach is 23 years old, mine is 26 years
> old: how many other brand coaches do you see "up and running strong" after
> that period of time? Most are junked because they have fallen apart.
>
> We have lived in our '81 Blue Bird exactly 10 and a half years, and been on
> the road full time for ten years. I had to rely solely on the BB factory
> when I first got mine for information, the good news was, I only lived 11
miles
> from the factory. They were invaluable, but I did not have the collective
> expertise of 'forum' members.
>
> I have replaced ALL engine hoses, all belts (about every 2-3 years), hot
> water heater, HWH jack hoses (especially the front ones), engine water pump,
> fresh water pump, radiator, had the HWH jack levers rebuilt, power steering
pump
> rebuilt, replaced all the air bags, height adjustment valves, pilot control
> valves, air compressor (un-necessarily), I change the oil every 6,000 miles,
> fuel and air filters on schedule, I've had the valves adjust, timing reset,
> throttle linkage seal replaced, replaced the two 45 amp battery boilers with
a
> 40 amp TruCharger, had the Redi-line worked on so that it works, replaced
> the ice maker and refrigerator, replaced the LP regulator on the tank and new
> shut off valve, replaced existing sewer drain system, with electric drain
> valves ( I came to the conclusion I am way too old to be crawling around on
my
> hands an knees once a week to empty my waste tanks), replaced the seal in the
> rear end and transmission where the drive shaft goes in, the exhaust manifold
> seals, which really weren't seals but have seals in them now, had the
> alternator rebuilt, it failed, replaced it with a LeeceNeville, replaced one
of the
> roof A/Cs and the rear one is on its last legs, new carpeting and hardwood
> flooring, and replace all six tires; whew and that list goes on. On the
> generator, I have the 7.5KW Kohler, I have replaced the brushes, brush
holder,
> switches, relays and there are LOTS of things left in there that can fail
with no
> notice.
>
> And here I sit, waiting on a pitman arm seal (seal kit), because when I turn
> the wheel really sharp it puts so much stress on that seal and the seal is
> 26 years old, it spews power steering all over the place. Every time we
spend
> a bunch of money on repairs, my darling wife says, "there, now there isn't
> anything else that can go wrong." I just silently laugh because I know that
> there are LOTS of things that can "just fail."
>
> This is not meant to be a discouragement to 'newbee's' , but you know? it
> was a real eye opener for me, when I look back and see all the things that
went
> wrong or could go wrong, and fail at the worst possible time. I.E. the
> little copper water cooling line that goes from the engine block to the air
> compressor, breaking right at the fitting on the block, behind everything.
This
> happened in the pouring rain on a lonely desolate road in Alaska.
>
> I truly believe that someone buying a used Blue Bird needs to be aware of 1)
> how complicated these coaches are (the more bells and whistles, the more
> things to go wrong) 2) be somewhat mechanically/electrically/plumbingly
> competent. At least be able to trouble shoot. 3) in lieu of the above, have
very
> deep pockets and a BB contingency fund for repairs. Owning one of these
> wonderful machines if NOT for the faint hearted. Trying to find someone
competent
> to work on them is always chore. The mechanic I have here is Charleston is a
> wonderful mechanic, but working on my Blue Bird is always a learning
> experience for him. I.E. removing the pitman arm on a over the road truck,
open the
> hood and it's right there. On my Blue Bird it means removing the batteries,
> steel battery holder, steel plate above battery holder, tie numerous wires
> and hoses out of the way, so I am looking at probably a couple of hours labor
> before he even starts on dropping the pitman arm.
>
> So Chris, to answer your question, check everything feasibly possible. Do
> NOT let any seeping or leaking of any fluid go un-investigated, frequently
> check under and inside the coach for hints of failure (even then things like
> seals will just give up the ghost without warning).
>
> Didn't mean this to be such a long post, BUT when I bought this in 1995,
> there was no forum, and no one to tell me how much was involved in
maintaining
> one of these coaches. However, having said that, I would NOT drive anything
> else out into traffic with all the idiots on the road. I firmly believe that
> I can survive most vehicle accidents just as other Blue Birders have, because
> of the way these coaches are built.
>
>
> Tom Meservey, USN (Ret)
> '81FC33' Naval Weapons Station, Goose Creek, SC
>
>
>
> [Non-text portions of this message have been removed]
>