Jump to content

phoenix2013

Validated Members
  • Content Count

    1,172
  • Joined

  • Last visited

About phoenix2013

  • Rank
    Major Contributor

Optional Fields

  • Lifetime Member
    No

Profile Information

  • Gender
    Male

Recent Profile Visitors

7,312 profile views
  1. phoenix2013

    DRV accident

    I'm pretty certain that the insurance company is already looking at this event with a jaundice eye figuring out how many others they can "invite to the party" before or after they shell out tens of thousands of dollars, or more. If it encounters "resistance to the invitations" I'm sure lawyers will come out of the woodwork. The facebook crowd on the other forums is not a very good platform to have a "re-construction" discussion, it's full of apologists, do it yourselves, social influencers and people who like to hear the sound of their voice (print wise), but that's typical of those platforms. Note also that these "discussions" seem to go away after a day or two and you can't find them, which is probably a good thing in most instances. I find more kindred spirits on this forum in folks with engineering or technical backgrounds who can have a calm discussion based on observable facts, research and personal experience, so I am going to throw few things out to "get things going". 1. If it was the jaw on the Comfort Ride that failed (I said if, because I have not seen a picture of it and it was just a statement from someone), it is not necessarily the fault of that jaw, I would venture further that it "might not have had a choice" but to fail. 2. I would further venture that DRV and the Sidewinder contributed significantly to that failure. 3. There is a good possibility that if another set up such as this goes down the road, this failure will happen again. If the reaction to these statements is a "flame out" we can stop right now. If these is curiosity we can continue.
  2. If you have good pain tolerance, one or two is not much difference. It's only one day of "rough" on each, it's the day after. Wife who is a nurse and spent lot's of time in OR (transplants, etc.) said it's common with all (more involved) surgeries, the day after sucks. By the third day everything settles and the pain killers "catch up" and life is good again. On my day after I told the surgeon I'm not doing the second one, on my third day I told him "bring it on". Tuesday was my first one, Friday was my second one and yes, Saturday was rough but Sunday was OK again. I asked my surgeon how many "wimp out" to do the second one, I was surprised that he said only 5%, 95% go for the second one at the same time. They never do these on the same day though, they want the first one to stabilize and see how thing are working out, before they proceed with the second one. I don't know how bad you are, I was totally gone and useless. So my thinking went as follows: "I can hardly move, even with walker, so I don't have anything that woks well. If I do one, I will not be able to do proper physical therapy since the second one will useless to help with the therapy". Frankly, I did not have an option to do just one. There was one advantage to doing two, at least in Florida where I am and the insurance (Medicare) and the supplemental I have (Aetna, plan N). With single knee physical therapy is outpatient only, with two done together they put me into 10 days of in-patient physical therapy facility, with 4-5 hours per day of various therapies. The test on tenth day was, can I function by myself. Get up, get dressed, use all the bathroom "offerings", get meals, etc. The Medicare and the supplemental covered everything, surgery and PT. This was after 10 days in that place. I did have additional 6 weeks of outpatient PT after that.
  3. Dave, are you going for two or one? Are you talking to Conformis surgeon?
  4. These should work too, same spec spring
  5. The pins are available from McMaster 10 for $7 bucks https://www.mcmaster.com/98306a381 I put these in the vise and grind down the end with the spring hole to about 1/8" thickness to allow for easier spring installment. The springs are available in any Ace hardware store, they have a spring assortment in their hardware section, it is distributed by Hillman part number #169
  6. Have a Xantrex RS 2000 inverter/converter/charger. Bought it used some time ago, never installed it in truck or a fifth. I'll bring it to the Rally if there is an interest, it's a heavy sucker. Also couple of 30A power cables
  7. Yes, that option is indeed available if you want to forgo the nice transparent cover. As far as the " rogues gallery" of the electronic cluster............. I've collected few over the years. And dealt with few of them
  8. Yes, the "tech support" is available anytime and they are going to modify the installation manual to "discourage" certain unique wiring methods.
  9. Hmm, good to have "scientist" in the audience. Air pressure vs. temperature is governed by ideal gas laws, specifically by Gay-Lussac's Law http://www.1728.org/gaspres.htm you can also look up Boyle's Law and Charle's Law. These gentlemen lived in the Renaissance period where pursuit of science and scientific discoveries flourished.. I'm curious to imagine how the future generation will view the 21 century, where the leading "scientist" currently is an unemployed bartender. Perhaps I shouldn't dismiss the notion too quickly, a deeper study of cow flatulence and methane, it's major component could result in discovering a fourth ideal gas law and show us how ignorant we were. Here's a good video and explanation air vs. temperature phenomenon . Another "problem" relating to this phenomenon is in the world of sport, remember the "inflate gate", they have a calculator for that. Football inflation vs. temperature http://physics.bu.edu/~schmaltz/deflate.html I'll better start working on my next installment with all the scientific minds on this forum, just kidding, I'll get it done.
  10. I had some fun in this thread running a "class" on airbags and suspensions (starting on page 3) I stopped the "education" just before discussion of shock absorbers and dampeners (even though I promised to "continue") looks like I need to come up with that "installment".
  11. Being an engineer and a designer, I appreciate things that are well thought out, on point and frankly ahead of their time, the McCall hitch was certainly that in its time. I notice things that to others might appear odd or inconsequential, like the head mounting shaft (front to back) not being horizontal but slightly angled up (or down depending which way you look), why? To re-align the chucking force vector of the trailer coming forward and "bend" that vector more into the anti-chucking air bags. Bravo. Your grandfather also understood that hitch incorporating anti-chucking technology is a must since mitigating these forces is as important as cushioning the up and down movement and force vectors. Before I designed an ET Hitch, I've been RVing for about 30 years, mostly in pickups and then for a few years in MDTs. I hated the literal pain in the neck from chucking particularly on long cross country trips, which would get worse as the size and weights of my trailers got bigger and heavier over the years. So, the weights of the trailers got bigger, but the weights of the pullers I was using remained relatively the same (around 7,000 pounds). The heaviest trailer I owned when pulling with pickups was 12,500 pounds so there was already almost 2:1 imbalance in favor of the trailer. People routinely pull 18-22,000 pound trailers these days behind pickups, that's 3:1 or even more, I can only imagine what the chucking is in these setups.. If you could make in-roads into that market you should be able to carve out significant chunk of it and I can guarantee you it would be a "grateful chunk", in spite of the fact that such a hitch would be invariably more expensive than the likes of B&W, Curt and other "chuckers". The ET, like McCall was designed from the onset with an anti-chucking technology. It took me couple of weeks of pondering over different schemes until I came up with the dual parallelogram arrangement. I knew I could design the rest of the hitch but that part was most "intellectually challenging". It has been a very successful hitch over the last decade. As you can see from this thread, I recently "arranged" for the hitch to be manufactured and sold by a very capable manufacturing outfit which will assure it's existence well into the future. Their manufacturing technologies and machinery is something I could have only dreamed about, certainly the quality will go up and manufacturing cost will come down. You might want to consider to perhaps partner with an outfit like that. Couple other cautionary "suggestions". I beefed up the ET couple of times over the last 12 years in response to heaver and heavier trailers. You might want to "review" the original design in that regard. Also, it is my understanding that the Binkley head is no longer offered by Holland to hitch makers. Trailer Saver has a copy of it made in China which they make for their use only. I designed my own head years ago in order to cut that "reliance string" and the fact that the Binkley heads reached their "capacity" and were wearing out much quicker with the 20K+ trailers.
  12. Mark, good to hear from you. Your grandfather was quite a character, but more importantly he was an innovator and a pioneer. In 2009 we were on a 11,000 miles cross-country trip when were introduced to Gene by the then President of the MDT group. That's me on the left and Mrs. on the right. You probably remember these two pictures. Your grandfather was pretty much retired by then, but he was still "sizing me up", particularly when he learned that I had a prototype hitch in my semi that had anti-chucking built-in and NO it did not violate his patent. That's when I learned about the shenanigans between him and Jerry.
  13. Depends on truck make, model and year. Some ECUs in newer trucks get really pissed off and start throwing codes when they see +12 Volts being back fed from the fifth batteries and appearing on the circuit that is supposed to be dead with the key off. It was OK to do that on older trucks not so on newer. Pissing off the ECU is a close second to pissing off your better half.
  14. The relays in the Jackalopee operate in two modes NC and NO (Normally Closed and Normally Open). In Normally Closed mode the relay output pin is in contact with the input pin without any power being applied to the relay's magnetic coil. A mechanical spring holds the two contacts together. In that mode the relay can transmit as much as 60 Amps of current through the contacts, but as was pointed out 10 gauge wire will not carry that much current. That's the Direct option on the Jackalopee PCB. The Switched mode requires power "to switch". That power comes from the truck's harness blue wire +12V AUX. When you turn the truck's ignition key on, +12V appears on that pin and if you look carefully you'll notice that this pin is also connected to the fifth relay or actually it's magnetic coil. The magnet will flip the contacts from NC to NO, so now the truck battery is connected through the relay's NO pin (Switched) to the relay's output pin. This mode allows to disconnect truck battery from the trailer battery when the truck is turned off, like when you are taking and overnight snooze in a Walmart parking lot. It's a bitch to wake up in the morning and the Volvo batteries say, ah, ah, you drained us below 11.5V (the Volvo threshold), running that fifth's heater all night long, you ain't starting this truck. Easy to do if truck's batteries are old and marginal. How do I know, I heard from customer who did exactly that in a Walmart parking lot. In the switched mode the relay is good for 40 Amps but again that is limited by the 10 gauge wire.
×
×
  • Create New...