You monitor any specific indicators?

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You monitor any specific indicators?

May 03, 2014, 11:57:17 am

What indicators might we watch for that predict a specific failure? If you search, "symptoms check" you will find problems and backtracking symptoms. Maybe we could reverse those into an indicators check or watch list?

Does anyone have a list of indicators to periodically check, to pay particular attention to that predict failure before something really goes wrong and shuts something down?

I think Dave Cobb I learned - look between the duals, see if oil is leaking down a tire. Look where coach was parked after pulling fully forward. Check for manifold exhaust leak once a year? I asked a mechanic, replace my D2, getting old or is there a symptom to predict failure and give me advance warning? Yes.

Mel said, periodically raise the back of the coach, look under for any sign of fluid seeping. Maybe you check battery conditions, tells replace before it will not start? Balky performance by an HWH pad? Dust or moisture in air line, oh yeah. Psi falling too fast (...seen that).

Maybe too many to list....and only practical is to just watch everything general, coach health? Or can we be like your doc, they ask/watch for some limited specific symptoms. (and oh yeah, another reason for that VMSpc.)

Mike

Re: You monitor any specific indicators?

Reply #1 – May 03, 2014, 12:42:09 pm

I monitor the temp gauge and house/engine battery voltages frequently and on every steep hill, I check the air pressure before heading down.

Pierce

Re: You monitor any specific indicators?

Reply #2 – May 03, 2014, 02:05:42 pm

Since we park the coach in almost exactly the same spot every time we're back home it's easy to have a routine in order to get the rig out and over to the SnB. So...

While still parked at the shop and connected to 50-Amp:

1. Take the covers off the tires and check inflation, tread, problems, etc.
2. Look under the coach for signs of fluid leakage.
3. Check voltage of start battery bank at the TriMetric panel.
4. Remove windshield protector and windshield wiper blade protectors and store them.
5. Check oil and coolant levels.
6. Trip 50-A breaker on shop panel, unplug EMS and power cord, store power cord and EMS in the bay cargo box. Close and secure the drop cover for the power cord's entrance into the electrical and holding tank bay.
7. Lift bed, check engine bay for stray kitties.
8. Check parking brake. Shift lever to neutral. Start engine, check for oil pressure and increasing air pressure. Watch exhaust for smoke. Listen for weird sounds.

9. Check that parking brake is set, remove wheel chocks. Put chocks, door step, and door mat into coach.
10. Walk around. No antennas up, no flat tires, engine exhaust clear, all storage bays closed and locked except water fill bay.
11. DW and I each take one VHF handie-talkie (ours are 440 ham band but FRS work just as well).
12. I sit down at driver's position, turn on rear view TV.
13. Check engine water temperature, oil pressure, air pressure, storage jacks (we do not store with jacks down), alternator charging, transmission temp.
14. Call DW for clearance to move. If all is ok I release the parking brake, move the shift lever to drive and begin the series of K-turns that will get us lined up for the back lot exit corridor next to the shop. DW watches for issues and guides me at the back and watches for the exit through the gate (which is narrower than the exit corridor). Once clear of the gate the DW lets me know and I stop and set parking brake, transmission to neutral.

15. At this point we connect the Jeep with the tow bar, connect the brake lights, and check for brake and turn signals. Check that on the Jeep the transfer case is in neutral and that the gear shift is in 4th gear and that the steering column key switch is in position to unlock the steering wheel but keep the engine off. Remove ignition key. (This would also be the place to set up the Brake Buddy but we have not yet finished getting it ready for use.) The DW watched the Jeep as I roll out of the parking area to make sure the wheels rotate and the front wheels make the turn correctly.

At the SnB:

Although the SnB is only 1.5 blocks from the shop, the drive covers 6 blocks. Some of the streets are narrower than others.

1. Set parking brake, shut down engine.
2. Check for signs of fluid loss under the coach (it's important to do this before adding water or cleaning the coach as this could lead to confusion over what liquids are what on the road under the coach).
3. Remove two white water hoses. Wash the ends of both in fresh water from tap. Connect the two, lead hose under coach and into fill connection. Open gate valve on the fill connection. Inside the coach open the fill gate valve for the tank under the lid of the doghouse between pilot and co-pilot seats. Turn off the RV water pump. Open cold water tap at galley sink. Signal DW over radio to turn on water. When the galley sink stops sputtering I close that and move to the head and open the cold water tap there. When that stops sputtering I close it. Switch TV monitor to tank level indicators and fill tank to the level appropriate for travel (which varies).
4. Radio DW to close water tap at the SnB, close tank ball valve at doghouse, close fill gate valve, disconnect hose and wind both up and store. Close and lock water-fill (electrical and dump) bay. Check the little door in the bottom.
5. Load de coach.
6. Set GPS even if I know the way. This gives me warning about how far the next exit is, how fast we are moving, etc.
7. When the coach is loaded, load the dogs, the cat and the DW (not necessarily in that order).
8. As soon as DW sits down, ask her to get back out and recheck brake and signals on the Jeep.
9. While she's out there ask her to recheck that the storage bays are all closed and secured.
10. Roll out while she watches the Jeep (again) for correct operation and that tow bar is still secure.
11. Let the DW back in. She closes and locks the entrance door.
12. Just before she sits down I gun it and laugh demonically.
13. Dogs, cat and DW all glare at me simultaneously. Several things fall off the counter. Check that air horn works. Neighbors glare at me.
14. Off we go.

Under Way:

1. Once on the freeway or a major highway I set the cruise control.
2. Gauges I monitor closely are (in this order): EGT, boost pressure, engine water temp, transmission coolant temp, engine oil pressure, charging amps, Jeep in rear TV monitor, alarm panel lights, speed on GPS, engine RPM, air pressure.

I seldom use the dash speedometer on the highway. We cruise at 2150 RPM which is 60mph. Boost pressure on a level road with the toad is about 9; without the toad it's about 6. EGT runs under 500-degrees unless we're climbing. Engine coolant normally never goes past 200-F except on a long climb in lower gear. Transmission temp stays below 300-F. I use the PacBrake for all slow downs and only use coach air brakes to actually stop although if there is a lot of traffic behind me I try not to slow them down too much before the exit.

Co-pilot checks the coach inside every 30 minutes (and gets the driver a fresh soda if necessary) and any time there is an unusual noise.

Co-pilot double checks any course changes (freeway changes, intersections, etc.) Driver calls out distances from GPS. We've never used binoculars to check high signs down the road but the thought has occurred to us.

If boost pressure gauge reads significantly over ten and we are on a level road, that is a signal to check to see if something is up. Ditto if EGT stays higher than normal when you don't think it should. Towed could have an issue, tires might be going flat, brakes dragging, etc.

TMI I suspect but what the heck... it's only bandwidth.

Craig

Re: You monitor any specific indicators?

Reply #3 – May 03, 2014, 03:16:36 pm

Whew, thought I was the only persnickety one.

I need sun flower seeds, 2 GPS Navagator & Pilot. The interesting thing is sometimes there is a 5 sec lag between the voice directions... what did she say?

Re: You monitor any specific indicators?

Reply #4 – May 03, 2014, 04:09:47 pm

WAY TO GO CRAIG! And hey, I try to be quiet leaving the RV park early....we may even wait until oh, say 11 a.m. so as to not wake the neighbors. The air horn trial, should be ok by then I guess.

But on the checking side, for indicators beyond just normal coming and going, you noted batteries. I think need to do something about battery conditions, twice a year maybe? Need to learn how to do load testing.

Maybe is normal since I do every trip, but I now check wet tank for dust or moisture. Hard to get to my radiator (no hinged door), need to not neglect cleaning after dusty trip, watch closely for leaks.

mike

Re: You monitor any specific indicators?

Reply #5 – May 03, 2014, 04:14:40 pm

KISS. I store mine on a gravel lot. To make it easy to check for leaks I put a refrigerator carton ( or similar ) under the rear while parked, very simple then to either pull coach forward or pull cardboard out to see any leaks. Saved me once with a leaky Lift Pump, and the boxes are free.
Gary B

Re: You monitor any specific indicators?

Reply #6 – May 03, 2014, 11:23:29 pm

Quote from: Michael & Jackie – May 03, 2014, 04:09:47 pm

WAY TO GO CRAIG! And hey, I try to be quiet leaving the RV park early....we may even wait until oh, say 11 a.m. so as to not wake the neighbors. The air horn trial, should be ok by then I guess.

Mike... I can tell that you actually read that post right through to the end! LOL

Craig

Re: You monitor any specific indicators?

Reply #7 – May 04, 2014, 07:58:07 am

I use the old time honored aircraft check-list !

KICK THE TIRES & LIGHT THE FIRES, 1st ONE OUT IS LEAD, BRIEF ON GUARD

Re: You monitor any specific indicators?

Reply #8 – May 04, 2014, 08:07:47 am

In addition to what others have said, I carry an infrared temp gun to check axle, tire, brake, and exhaust temps during rest stops. Also check anything else that looks interesting!

TOM

Re: You monitor any specific indicators?

Reply #9 – May 04, 2014, 11:32:03 pm

We haven't yet done a real long road trip yet, but the thing I monitor most is how it goes down the road and feedback from the steering wheel. Compared to our first RV, this thing is so quiet and civilized that I'm finding it entirely to easy to forget that we're moving 12+ tons down the road and the overriding goal is to not experience anything that interferes with that progress. So, any slight new vibration or change in engine note is going to result in a pull-over. This habit has saved me from 2 front wheel blowouts on the previous rig, catching "gators" before they became, um, free.
I like the checklists coming up on this thread. i'm thinkin I'll format and import them onto my phone.

Re: You monitor any specific indicators?

Reply #10 – May 05, 2014, 01:52:20 pm

GEEEZ Bill I haven't heard that in years. Thanks for the memories

Re: You monitor any specific indicators?

Reply #11 – May 07, 2014, 11:45:54 am

Mike and Jackie asked me to post whatever checklist put togeter (ie stole from Craig) from this thread, so here it is. I'd kinda like to see Barry and Brett weigh in, see what I've missed. I left the toad section off, since we don't have one and them that do will want to inert their own specifics. Anyway, FWIW, here's Craig's checklist again, with a handful of addons.

Outside pretrip:
1. Take the covers off the tires and check inflation, tread, problems, lugnuts, etc.
2. Look under the coach for signs of fluid leakage.
3. Check voltage of start battery bank, set solar charger to float mode
4. Remove windshield protector and windshield wiper blade protectors and store them. Check all awnings.
5. Check oil and coolant levels.
6. Unplug and store power and plumbing lines
7. Lift bed, check engine bay for stray kitties.
8. Check parking brake. Shift lever to neutral. Start engine, check for oil pressure and increasing air pressure. Watch exhaust for smoke. Listen for weird sounds. Turn on lights and hazards.
9. Check that parking brake is set, remove wheel chocks. Look under the rear, inspect gap between duals for rocks. Put chocks, door step, and door mat into coach.
10. Walk around. No antennas up, no flat tires, engine exhaust clear, propane valves open, all storage bays closed and locked. Nothing unusual coming out the tailpipe. Verify lamps and flashers are working.
11. DW and I each take one VHF handie-talkie (ours are 440 ham band but FRS work just as well).
12. I sit down at driver's position, turn on rear view TV. Turn hazards off. Pull "remove before flight" tag off steering wheel, that is also attached to level handles. See to it we're in travel mode.
13. Check engine water temperature, oil pressure, air pressure, alternator charging.
14. Check mirrors for position.

Inside pretrip:

1.   All drawers closed. Especially fridge doors. No loose stuff on counters.
2.   Roof vents closed. Well, at least the one in the galley.
3.   Fridge on, inverter on, icemaker on if needed, stray lights off, bath door shut.
4.   Entry door locked.
5.   VERIFY BRAKES. Engage/release? Tapdance on pedal enough to show pressure drop. Make certain pressure comes back up in a timely fashion.
6.   Windshield curtains tied back and secure.
7.   1 turn R/L on wheel, no new play, no funny noises.
8.   Can we go now?

Re: You monitor any specific indicators?

Reply #12 – May 07, 2014, 12:47:16 pm

Really pays to have a check list. My neighbor left his batwing up twice and had it ripped off by trees. Chocked the front wheels of his PU on a steep hill, but his 5th wheel pushed the rear of his PU almost all the way around half destroying the cab.

Have watched several aircraft incidents right in front of me. One guy never preflighted and left the anti bird nest foam in place and started up. Lots of Styrofoam and rope around the spinning prop. Another guy retracted his gear instead of flaps with the engine running. Big bend in one prop tip. Straightened it with a couple of pieces of hardwood and C clamps. Both were about 50 feet away. Couple of other guys took off on an empty tank. I know one really well. Can't believe how fast the hand can move on the tank selector when the engine stops.

Doesn't even pay to have someone talking to you when you connect the toad.

Pierce

Re: You monitor any specific indicators?

Reply #13 – May 07, 2014, 01:03:27 pm

I'm a pilot so this sort of thing is just part of the routine with lots of spillover into other parts of my life besides flying. Probably a good thing as I am not a type A OCD sort.

Re: You monitor any specific indicators?

Reply #14 – May 07, 2014, 01:45:31 pm

Also a long-time pilot (licensed in 1970!). Glider rated, too. This all-my-adult-life activity has instilled into me the habits of scanning gauges, listening for issues, head-on-a-swivel, etc. You would not believe how flying a glider in the same thermal as 15 other gliders trains you to keep alert! Some gliders climb faster while they fly slower... they climb inside the group turning more tightly. Others climb faster or fly faster or turn slower. The only real rule is that we all turn in the same direction. Mostly.

Aviation is the best training ground for handling a vehicle. Engineering is the best training ground for everything else. Except romance.

Nothing prepares you for romance.

Craig

Re: You monitor any specific indicators?

Reply #15 – May 07, 2014, 05:17:22 pm

Quote from: wa_desert_rat – May 07, 2014, 01:45:31 pm

Nothing prepares you for romance.

Craig

Had an evil princess or two in my younger days and could not agree more. How could I have been so stupid?

Pierce

Re: You monitor any specific indicators?

Reply #16 – May 07, 2014, 07:12:44 pm

QSL Craig,
I scan the coach VMSps close to VFR flying, IFR steady scan,

Re: You monitor any specific indicators?

Reply #17 – May 07, 2014, 10:03:06 pm

Quote from: Dave M – May 07, 2014, 07:12:44 pm

QSL Craig,
I scan the coach VMSps close to VFR flying, IFR steady scan,

When we travel in the coach powered by the non-electronic C8.3, we still travel IFR ( I Follow the Road. )

Re: You monitor any specific indicators?

Reply #18 – May 07, 2014, 10:14:27 pm

Quote from: J. D. Stevens – May 07, 2014, 10:03:06 pm

When we travel in the coach powered by the non-electronic C8.3, we still travel IFR ( I Follow the Road. )

My first airplane was a 1946 Taylorcraft BC12D with no electrical system at all (it was wired for lights but no battery). I took my private pilot check ride in it but didn't get to fly it since the check pilot hogged it and we ran past the time I had a Piper Cherokee reserved for the radio part. So the check pilot pointed to the oil pressure needle and asked me, "If that was the VOR indicator, which way would you go to intercept the radial?" I answered correctly and he landed the airplane and signed my logbook.

Two weeks later I flew that airplane from a tiny grass stip near Warrenton, VA to Seattle in 5 days. Quite a trip! I used a nifty navigational trick... I flew north until I saw the Pennsylvania Turnpike and turned left!

Craig

Re: You monitor any specific indicators?

Reply #19 – May 08, 2014, 12:48:30 am

Back in the old days, I had a friend who took a bus to a town a couple of hours away, bought a biplane, started home, made a forced landing with carb ice, flew home and started taking passengers up that afternoon. No license or training in those early days.

When I was getting my multi, a lot of old timers laughed. The bought their twins and just flew them home. Most did fine. Some didn't.

Pierce

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