Hendersons Line Up

[bumpersbird]

I think you guys might be right about dumping the jacks befor airing
up. My coach drops very fast and stops hard, it probly isn't a good
thing. So I air up befor hitting the stow button.
My coach had about 134000 miles when I discovered the cracked mount.
It was the left side and it destroyed a new Koni adjustable shock
that only had a few hundred miles on it.
The crack was found when the shop was putting in new air bags. I
replaced all of them due to dry rotting. When the mechanic lifted the
front of the coach up, the shock pulled down on the mount and you
could see the shock mount pulling away from the side plate mount. An
interesting note the mount for the shock is on a plate that is bolted
to the frame. I had the mechanics weld the plate to the frme and
welded the mount to the plate. It appears to be a little lite as far
as what it is expected to do in terms of performance.
I'm assuming that it is a know problem because when I aske my BB tech
about it he quickly replied, just weld it back in place. That's it?
Yes, it's an easy fix. :{
An associated problem at the time was the coach would not always air
up properly. The front left would be a few inches low. I had the air
level sensors checked and one replaced and that did not fix the
problem. It turned out to be a bad rocker swith on the dash for the
main air dump relay. Some times it worked, some times it didn't and
some times it did a little of everything. But it always aired up to
full height after a few little bumps in our drive way. It could have
been a problem for a while befor I bought the coach. I'm not really
sure because I replaced everything on the front end shortly after
buying the coach. New Michelins,Koni's,Draglink Ends,Tie Rod
Ends,Chassis Alignment, Air Bags.
She runs very well now, I know that air pressure is very important a
few lbs. cold either way makes a big diffrence in how she tracks.

Kurt Horvath
'95 PT-42
10AC

--- In WanderlodgeForum@yahoogroups.com, Pete Masterson
wrote:
>
> That's an interesting idea... and might be a possibility as I've
> noticed that the coach comes off the jacks fairly rapidly. I'll
make
> my procedure to 'air up' before raising the jacks. I usually need
the
> air pressure for the waste water dump valves anyway as that's
a 'last
> thing' before departure from most places where I've used the jacks.
>
> The technician at Henderson's didn't speculate on the possible
cause
> of the break (after considering that the shock might have been too
> short). The failure was pretty obvious, so I'd think that it would
> have been noticed when the current shocks were installed. I don't
> know if there's something different about the left vs. right
side ...
> the right side didn't show any signs of fatigue.
>
> Pete Masterson
> '95 Blue Bird Wanderlodge WBDA 42
> El Sobrante CA
> aeonix1@...
>
>
>
> On Sep 17, 2007, at 2:42 PM, David Brady wrote:
>
> > Another scenario that could excessively stress the shock
> > mounts (assuming they bottom before the air bag bump
> > stops) is releasing the HWH jacks before adding air to
> > the bags. In this case the coach will come down quite hard
> > onto the bump stops or shock mounts, whichever hits
> > first.
> >
> > David Brady
> > '02 LXi, NC
> >
> > David Brady wrote:
> >>
> >> Seems like not enough miles for ordinary metal fatigue
> >> to set in. Is there something else going on? Perhaps when
> >> the suspension air is dumped, the weight of the coach comes
> >> down on the shocks, not the bump stops. Could be that
> >> the Koni's are too long for the chassis/suspension, or it
> >> could be that the frame pick up points are woefully under-
> >> engineered. At this point, I think we should all go out and
> >> check our shock to frame mounting points for cracks.
> >>
> >> David Brady
> >> '02 LXi, NC
> >>
> >> Pete Masterson wrote:
> >>>
> >>> One (left front) shock mount was cracked. The coach has about
> >>> 130,000
> >>> miles. Henderson's checked the other factors and determined
that the
> >>> shocks did not need to be replaced.
> >>>
> >>>
> >>
> >> [
>
>
> [Non-text portions of this message have been removed]
>

[David Brady]

Interesting Kurt,

My LXi has a large flanged/gusseted shock mount that's
huck bolted to the frame. No intervening plate. I wander
if the plate might be the result of an earlier fix. Anyway,
I like the idea of a large plate for the shock mount so that
the stresses can be distributed to as wide an area as possible
on the main chassis rails. You mention sensitivity to tire air
pressure. Our coaches are pretty similar in weight - what
do you run for tire pressures?

I always air up before retracting the landing gear. Even on those
occasions where the suspension won't air, due to excessive
jack height, I start the motor, and let the pressure build in the
reservoirs. When I then stow the jacks, by the time the coach
is near the bump stops enough air has been pumped into the
bags to give me a soft landing. On occasion I'll stop the HWH
retraction midway to let the suspension air up.

Very, very concerned about bottoming on the koni's.

Thanks,
David Brady
'02 LXi, Smokey, NC

bumpersbird wrote:
>
> I think you guys might be right about dumping the jacks befor airing
> up. My coach drops very fast and stops hard, it probly isn't a good
> thing. So I air up befor hitting the stow button.
> My coach had about 134000 miles when I discovered the cracked mount.
> It was the left side and it destroyed a new Koni adjustable shock
> that only had a few hundred miles on it.
> The crack was found when the shop was putting in new air bags. I
> replaced all of them due to dry rotting. When the mechanic lifted the
> front of the coach up, the shock pulled down on the mount and you
> could see the shock mount pulling away from the side plate mount. An
> interesting note the mount for the shock is on a plate that is bolted
> to the frame. I had the mechanics weld the plate to the frme and
> welded the mount to the plate. It appears to be a little lite as far
> as what it is expected to do in terms of performance.
> I'm assuming that it is a know problem because when I aske my BB tech
> about it he quickly replied, just weld it back in place. That's it?
> Yes, it's an easy fix. :{
> An associated problem at the time was the coach would not always air
> up properly. The front left would be a few inches low. I had the air
> level sensors checked and one replaced and that did not fix the
> problem. It turned out to be a bad rocker swith on the dash for the
> main air dump relay. Some times it worked, some times it didn't and
> some times it did a little of everything. But it always aired up to
> full height after a few little bumps in our drive way. It could have
> been a problem for a while befor I bought the coach. I'm not really
> sure because I replaced everything on the front end shortly after
> buying the coach. New Michelins,Koni's,Draglink Ends,Tie Rod
> Ends,Chassis Alignment, Air Bags.
> She runs very well now, I know that air pressure is very important a
> few lbs. cold either way makes a big diffrence in how she tracks.
>
> Kurt Horvath
> '95 PT-42
> 10AC
>
> --- In WanderlodgeForum@yahoogroups.com
> , Pete Masterson
> wrote:
> >
> > That's an interesting idea... and might be a possibility as I've
> > noticed that the coach comes off the jacks fairly rapidly. I'll
> make
> > my procedure to 'air up' before raising the jacks. I usually need
> the
> > air pressure for the waste water dump valves anyway as that's
> a 'last
> > thing' before departure from most places where I've used the jacks.
> >
> > The technician at Henderson's didn't speculate on the possible
> cause
> > of the break (after considering that the shock might have been too
> > short). The failure was pretty obvious, so I'd think that it would
> > have been noticed when the current shocks were installed. I don't
> > know if there's something different about the left vs. right
> side ...
> > the right side didn't show any signs of fatigue.
> >
> > Pete Masterson
> > '95 Blue Bird Wanderlodge WBDA 42
> > El Sobrante CA
> > aeonix1@...
> >
> >
> >
> > On Sep 17, 2007, at 2:42 PM, David Brady wrote:
> >
> > > Another scenario that could excessively stress the shock
> > > mounts (assuming they bottom before the air bag bump
> > > stops) is releasing the HWH jacks before adding air to
> > > the bags. In this case the coach will come down quite hard
> > > onto the bump stops or shock mounts, whichever hits
> > > first.
> > >
> > > David Brady
> > > '02 LXi, NC
> > >
> > > David Brady wrote:
> > >>
> > >> Seems like not enough miles for ordinary metal fatigue
> > >> to set in. Is there something else going on? Perhaps when
> > >> the suspension air is dumped, the weight of the coach comes
> > >> down on the shocks, not the bump stops. Could be that
> > >> the Koni's are too long for the chassis/suspension, or it
> > >> could be that the frame pick up points are woefully under-
> > >> engineered. At this point, I think we should all go out and
> > >> check our shock to frame mounting points for cracks.
> > >>
> > >> David Brady
> > >> '02 LXi, NC
> > >>
> > >> Pete Masterson wrote:
> > >>>
> > >>> One (left front) shock mount was cracked. The coach has about
> > >>> 130,000
> > >>> miles. Henderson's checked the other factors and determined
> that the
> > >>> shocks did not need to be replaced.
> > >>>
> > >>>
> > >>
> > >> [
> >
> >
> > [Non-text portions of this message have been removed]
> >
>
>
> ------------------------------------------------------------------------
>
> No virus found in this incoming message.
> Checked by AVG Free Edition.
> Version: 7.5.487 / Virus Database: 269.13.21/1012 - Release Date: 9/16/2007
6:32 PM
>



[Non-text portions of this message have been removed]

[Pete Masterson]

Very interesting ... the plate bolted to the frame. My coach had a
triangular shaped/T-section piece of metal that was originally welded
to the frame as the upper shock mount (damage on same side as yours).
(The shape is harder to explain that it is to see ... just an "ear"
sticking out of the frame rail with a cross piece for additional
strength.) The fix was a few bonks with a 5# hammer to move the piece
back into position (after the weight was removed from the suspension)
and weld up the crack. No damage to the shock.

With so few BBs built, you'd think there might be more uniformity
from one to the next.... ("Gee, this week, we'll use the plate and
next week we'll just weld the mount to the frame....") I wonder what
order our '95s were built. (My body is number 111033.)

I guess use and storage conditions play a role in the air bags ...
mine seem to be OK -- I assume they're the originals but it's always
possible that a previous owner replaced them. There's no mention of
air bags in the receipts I have for the owner who had the coach for
two years before I took possession.

Pete Masterson
'95 Blue Bird Wanderlodge WBDA 42
El Sobrante CA
aeonix1@...



On Sep 17, 2007, at 4:04 PM, bumpersbird wrote:

> I think you guys might be right about dumping the jacks befor airing
> up. My coach drops very fast and stops hard, it probly isn't a good
> thing. So I air up befor hitting the stow button.
> My coach had about 134000 miles when I discovered the cracked mount.
> It was the left side and it destroyed a new Koni adjustable shock
> that only had a few hundred miles on it.
> The crack was found when the shop was putting in new air bags. I
> replaced all of them due to dry rotting. When the mechanic lifted the
> front of the coach up, the shock pulled down on the mount and you
> could see the shock mount pulling away from the side plate mount. An
> interesting note the mount for the shock is on a plate that is bolted
> to the frame. I had the mechanics weld the plate to the frme and
> welded the mount to the plate. It appears to be a little lite as far
> as what it is expected to do in terms of performance.
> I'm assuming that it is a know problem because when I aske my BB tech
> about it he quickly replied, just weld it back in place. That's it?
> Yes, it's an easy fix. :{
> An associated problem at the time was the coach would not always air
> up properly. The front left would be a few inches low. I had the air
> level sensors checked and one replaced and that did not fix the
> problem. It turned out to be a bad rocker swith on the dash for the
> main air dump relay. Some times it worked, some times it didn't and
> some times it did a little of everything. But it always aired up to
> full height after a few little bumps in our drive way. It could have
> been a problem for a while befor I bought the coach. I'm not really
> sure because I replaced everything on the front end shortly after
> buying the coach. New Michelins,Koni's,Draglink Ends,Tie Rod
> Ends,Chassis Alignment, Air Bags.
> She runs very well now, I know that air pressure is very important a
> few lbs. cold either way makes a big diffrence in how she tracks.
>
> Kurt Horvath
> '95 PT-42
> 10AC
>
> --- In WanderlodgeForum@yahoogroups.com, Pete Masterson
> wrote:
>>
>> That's an interesting idea... and might be a possibility as I've
>> noticed that the coach comes off the jacks fairly rapidly. I'll
> make
>> my procedure to 'air up' before raising the jacks. I usually need
> the
>> air pressure for the waste water dump valves anyway as that's
> a 'last
>> thing' before departure from most places where I've used the jacks.
>>
>> The technician at Henderson's didn't speculate on the possible
> cause
>> of the break (after considering that the shock might have been too
>> short). The failure was pretty obvious, so I'd think that it would
>> have been noticed when the current shocks were installed. I don't
>> know if there's something different about the left vs. right
> side ...
>> the right side didn't show any signs of fatigue.
>>
>> Pete Masterson
>> '95 Blue Bird Wanderlodge WBDA 42
>> El Sobrante CA
>> aeonix1@...
>>
>>
>>
>> On Sep 17, 2007, at 2:42 PM, David Brady wrote:
>>
>>> Another scenario that could excessively stress the shock
>>> mounts (assuming they bottom before the air bag bump
>>> stops) is releasing the HWH jacks before adding air to
>>> the bags. In this case the coach will come down quite hard
>>> onto the bump stops or shock mounts, whichever hits
>>> first.
>>>
>>> David Brady
>>> '02 LXi, NC
>>>
>>> David Brady wrote:
>>>>
>>>> Seems like not enough miles for ordinary metal fatigue
>>>> to set in. Is there something else going on? Perhaps when
>>>> the suspension air is dumped, the weight of the coach comes
>>>> down on the shocks, not the bump stops. Could be that
>>>> the Koni's are too long for the chassis/suspension, or it
>>>> could be that the frame pick up points are woefully under-
>>>> engineered. At this point, I think we should all go out and
>>>> check our shock to frame mounting points for cracks.
>>>>
>>>> David Brady
>>>> '02 LXi, NC
>>>>
>>>> Pete Masterson wrote:
>>>>>
>>>>> One (left front) shock mount was cracked. The coach has about
>>>>> 130,000
>>>>> miles. Henderson's checked the other factors and determined
> that the
>>>>> shocks did not need to be replaced.
>>>>>
>>>>>
>>>>
>>>> [
>>



[Non-text portions of this message have been removed]

[David Brady]

There were so few of each that they're all prototypes!
Compare this to the hundreds of thousands of Ford
Mustangs, etc...

David Brady
'02 LXi, NC

Pete Masterson wrote:
>
> .
>
> With so few BBs built, you'd think there might be more uniformity
> from one to the next.... ("Gee, this week, we'll use the plate and
> next week we'll just weld the mount to the frame....") I wonder what
> order our '95s were built. (My body is number 111033.)
>
>



[Non-text portions of this message have been removed]

[bumpersbird]

The placard in the left front bay recommends 100 front 90 drive 90 tag
I'm running 105 front 100 drive 100 tag it works well but I'm still
playing with it.
Michelin has a listing on their web site on how to weigh your coach
and recommended tire pressures, but I haven't found a scale that I
can weigh each side on, for each tire. So I'm really just guessing at
this point.
My body # is F111988 not sure of date of birth but I know BB's record
from this vintage are spotty.
I am sure that the shock mount was factory original I'll try to post
some pictures. It sounds as though they are similar in construction.
I do know that some changes were made from coach to coach. Different
equipment and such.
I've never seen a BB publication of the 42 with my interior in it.
They really are one of kind. Built by hand one at a time
My coach lived in S. FLA. For many years and I attribute that to some
of her problems. Like dry rotten air bags. And some minor skin cancer
bubbling up here and there. But overall she's in good shape
considering. Also I can't pinpoint it but I'm either the third or
forth owner. So who know how well the other owners treated her.
Update on today's trails and tribulations: I got the Brake Air Spring
out from under the axel. It appears that the top bolt came off and
when I cranked her this morning she blew off either when I took off
the parking brakes or when I stepped on the brake peddle. Then
backing over it didn't much. I had to block up the frame and all, I
really don't like getting under my coach. It's TOAST! Called around
to find someone to get me new one and wouldn't you know it OBSOLETE
PART! Replacement # MJS 3028ET051 from original mfg. MGM original #
MGM MAG. 4131184 the cheapest so far has been $289.00 plus shipping.
By the way because they are different air spring you have to replace
both sides. Oh joy! The also have to be fitted they don't just bolt
on. The actuator rod has to be cut to length and threaded for the
yoke. Can you say CHACHING!$$$$$$. The blessing of being broke down
in the driveway is also gone. Now I have to get her to a shop,
because no one will fix her where she is. So the question now is to
tow or to drive. Official response is towing it.
Unofficial response is don't get pulled over by the constable.

Kurt Horvath
'95 PT-42
10AC

--- In WanderlodgeForum@yahoogroups.com, David Brady
wrote:
>
> There were so few of each that they're all prototypes!
> Compare this to the hundreds of thousands of Ford
> Mustangs, etc...
>
> David Brady
> '02 LXi, NC
>
> Pete Masterson wrote:
> >
> > .
> >
> > With so few BBs built, you'd think there might be more uniformity
> > from one to the next.... ("Gee, this week, we'll use the plate and
> > next week we'll just weld the mount to the frame....") I wonder
what
> > order our '95s were built. (My body is number 111033.)
> >
> >
>
>
>
> [Non-text portions of this message have been removed]
>

[Pete Masterson]

Need to put it on a trailer, not tow. Towing will ruin the automatic
transmission.

Bummer.

My coach was originally sold by Buddy Gregg. I'm at least the third--
probably the fourth or fifth owner. The previous owner, George Lowry,
owned it for about 2 years (he was active on this list). George was
quite helpful as he provided "all the receipts he could find" for the
services done during his ownership. (I purchased from a dealer, as
George traded the WL in on an Allegro Bus.)

I know that George lived in the Sacramento, CA area while he owned
the coach -- but he was full timing, so the coach could have been
anywhere during that time. (He got back to Sacramento from time to
time because some of the service was performed by A to Z Bus, a Blue
Bird (school bus) distributor with a location there.)

If you're curious, photos of my coach, taken by the dealer, are
posted at
<http://homepage.mac.com/aeonix1/Bluebird...bum10.html>

Pete Masterson
'95 Blue Bird Wanderlodge WBDA 42
El Sobrante CA
aeonix1@...



On Sep 17, 2007, at 6:55 PM, bumpersbird wrote:

> The placard in the left front bay recommends 100 front 90 drive 90 tag
> I'm running 105 front 100 drive 100 tag it works well but I'm still
> playing with it.
> Michelin has a listing on their web site on how to weigh your coach
> and recommended tire pressures, but I haven't found a scale that I
> can weigh each side on, for each tire. So I'm really just guessing at
> this point.
> My body # is F111988 not sure of date of birth but I know BB's record
> from this vintage are spotty.
> I am sure that the shock mount was factory original I'll try to post
> some pictures. It sounds as though they are similar in construction.
> I do know that some changes were made from coach to coach. Different
> equipment and such.
> I've never seen a BB publication of the 42 with my interior in it.
> They really are one of kind. Built by hand one at a time
> My coach lived in S. FLA. For many years and I attribute that to some
> of her problems. Like dry rotten air bags. And some minor skin cancer
> bubbling up here and there. But overall she's in good shape
> considering. Also I can't pinpoint it but I'm either the third or
> forth owner. So who know how well the other owners treated her.
> Update on today's trails and tribulations: I got the Brake Air Spring
> out from under the axel. It appears that the top bolt came off and
> when I cranked her this morning she blew off either when I took off
> the parking brakes or when I stepped on the brake peddle. Then
> backing over it didn't much. I had to block up the frame and all, I
> really don't like getting under my coach. It's TOAST! Called around
> to find someone to get me new one and wouldn't you know it OBSOLETE
> PART! Replacement # MJS 3028ET051 from original mfg. MGM original #
> MGM MAG. 4131184 the cheapest so far has been $289.00 plus shipping.
> By the way because they are different air spring you have to replace
> both sides. Oh joy! The also have to be fitted they don't just bolt
> on. The actuator rod has to be cut to length and threaded for the
> yoke. Can you say CHACHING!$$$$$$. The blessing of being broke down
> in the driveway is also gone. Now I have to get her to a shop,
> because no one will fix her where she is. So the question now is to
> tow or to drive. Official response is towing it.
> Unofficial response is don't get pulled over by the constable.
>
> Kurt Horvath
> '95 PT-42
> 10AC
>
> --- In WanderlodgeForum@yahoogroups.com, David Brady
> wrote:
>>
>> There were so few of each that they're all prototypes!
>> Compare this to the hundreds of thousands of Ford
>> Mustangs, etc...
>>
>> David Brady
>> '02 LXi, NC
>>
>> Pete Masterson wrote:
>>>
>>> .
>>>
>>> With so few BBs built, you'd think there might be more uniformity
>>> from one to the next.... ("Gee, this week, we'll use the plate and
>>> next week we'll just weld the mount to the frame....") I wonder
> what
>>> order our '95s were built. (My body is number 111033.)
>>>
>>>



[Non-text portions of this message have been removed]

[dshetron1]

--- In WanderlodgeForum@yahoogroups.com, "bumpersbird"
wrote:
>
> The placard in the left front bay recommends 100 front 90 drive 90 tag
> I'm running 105 front 100 drive 100 tag it works well but I'm still
> playing with it.
> Michelin has a listing on their web site on how to weigh your coach
> and recommended tire pressures, but I haven't found a scale that I
> can weigh each side on, for each tire. So I'm really just guessing at
> this point.
> My body # is F111988 not sure of date of birth but I know BB's record
> from this vintage are spotty.
> I am sure that the shock mount was factory original I'll try to post
> some pictures. It sounds as though they are similar in construction.
> I do know that some changes were made from coach to coach. Different
> equipment and such.
> I've never seen a BB publication of the 42 with my interior in it.
> They really are one of kind. Built by hand one at a time
> My coach lived in S. FLA. For many years and I attribute that to some
> of her problems. Like dry rotten air bags. And some minor skin cancer
> bubbling up here and there. But overall she's in good shape
> considering. Also I can't pinpoint it but I'm either the third or
> forth owner. So who know how well the other owners treated her.
> Update on today's trails and tribulations: I got the Brake Air Spring
> out from under the axel. It appears that the top bolt came off and
> when I cranked her this morning she blew off either when I took off
> the parking brakes or when I stepped on the brake peddle. Then
> backing over it didn't much. I had to block up the frame and all, I
> really don't like getting under my coach. It's TOAST! Called around
> to find someone to get me new one and wouldn't you know it OBSOLETE
> PART! Replacement # MJS 3028ET051 from original mfg. MGM original #
> MGM MAG. 4131184 the cheapest so far has been $289.00 plus shipping.
> By the way because they are different air spring you have to replace
> both sides. Oh joy! The also have to be fitted they don't just bolt
> on. The actuator rod has to be cut to length and threaded for the
> yoke. Can you say CHACHING!$$$$$$. The blessing of being broke down
> in the driveway is also gone. Now I have to get her to a shop,
> because no one will fix her where she is. So the question now is to
> tow or to drive. Official response is towing it.
> Unofficial response is don't get pulled over by the constable.
>
> Kurt Horvath
> '95 PT-42
> 10AC
>
> An MGM brake chamber should be an easy fix - you have the hard part
done(getting the old chamber off). As for cutting to length - just
measure the rod on the old brake chamber and hack saw the excess off
the new rod. Thread the yoke with the clevis pin (don't forget the
lock nut) on the end and your ready to reinstall. Bolt it up,
reinstall the airlines and adjust the slack adjuster - your done. I
would adjust all the slack adjusters, the auto slacks still need
adjusting.

David Shetron
Still lurking and looking