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1989 Wanderlodge Wide Body Pusher (WB) (view source)

Revision as of 14:05, 12 November 2019

3,074 bytes added ,  14:05, 12 November 2019
→‎Regulator Replacement - (USER UPDATE: not from original manual) Added air brake section
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[[File:LPG Regulator for 1989 WB 40.jpg|thumb|'''Photo A:''' Green arrows show area between stage 1 and stage 2 that was leaking. ]]
 
[[File:LPG Regulator for 1989 WB 40.jpg|thumb|'''Photo A:''' Green arrows show area between stage 1 and stage 2 that was leaking. ]]
 
[[File:Fisher Propane Integral Two Stage Regulator R232A-BBFXA 1-4 Inlet x 1-2 Outlet .jpg|thumb|'''Photo B:'''  Two stage LPG replacement regulator for a 1989 WB 40.]]
 
[[File:Fisher Propane Integral Two Stage Regulator R232A-BBFXA 1-4 Inlet x 1-2 Outlet .jpg|thumb|'''Photo B:'''  Two stage LPG replacement regulator for a 1989 WB 40.]]
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In 2019, we noticed a strong gas smell outside our 1989 WB 40 near the LP bay. Luckily, I was able to quickly locate the leak with some soapy water in a spray bottle. The leak was coming from a rubber gasket between first and second stage of the regulator ''(See Picture A)''.  The regulators that Blue Bird originally installed are obsolete, so I replaced mine with a '''FISHER''' '''R232A-BBFXA 1/4 INLET 1/2 OUTLET''' ''(see picture B)'' '''t'''hat I found on eBay. Keep in mind that the life span of the diaphragm in these regulators is around 20 years on the high pressure side, so if your coach is getting up there in age, you'll want to have a spare regulator onboard.
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In 2019, we noticed a strong gas smell outside our 1989 WB 40 near the LP bay. Luckily, I was able to quickly locate the leak with some soapy water in a spray bottle. The leak was coming from a rubber gasket between first and second stage of the regulator ''(See Picture A)''.  The regulators that Blue Bird originally installed are obsolete, so I replaced mine with a '''FISHER''' '''R232A-BBFXA 1/4 INLET 1/2 OUTLET''' ''(see picture B)'' '''t'''hat I found on eBay. Keep in mind that the life span of the diaphram in these regulators is around 20 years on the high pressure side, so if your coach is getting up there in age, you'll want to have a spare regulator onboard.
    
Make sure your replacement regulator is a TWO Stage that is able to handle tank pressure, since it can be as high as 235 PSI on a hot day traveling down the road.
 
Make sure your replacement regulator is a TWO Stage that is able to handle tank pressure, since it can be as high as 235 PSI on a hot day traveling down the road.
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The second stage regulator is made to have a high pressure regulator installed before it and the correct output of the second stage is 11-14 inch water column (~0.4 PSI).  Initially I was confused, since all the regulators look very similar to each other. Always check the tag on the regulator that you are going to install for proper information.  In my case, the trailing letters '''FXA'''  were important because they indicated the direction of the vent.  By code, vents are supposed to be pointing down when the regulator is installed.
 
The second stage regulator is made to have a high pressure regulator installed before it and the correct output of the second stage is 11-14 inch water column (~0.4 PSI).  Initially I was confused, since all the regulators look very similar to each other. Always check the tag on the regulator that you are going to install for proper information.  In my case, the trailing letters '''FXA'''  were important because they indicated the direction of the vent.  By code, vents are supposed to be pointing down when the regulator is installed.
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'''CORRECTION:'''  ''I goofed,  '''the outlet is 3/8" NOT 1/2"'''.''  I ended up using a reducer and everything works fine.
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==Air Brake Systems==
 
==Air Brake Systems==
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<br />Introduction Your motorhome is equipped with dual service air brake systems for front, rear and tag axle brakes , with integral fail/safe operation; and manual/automatic rear spring (parking) brakes. As shown in the air brakes system diagram in Section X, the service brakes are completely independent systems, each including a reservoir and separate distribution lines and valves. A separate reservoir is also supplied for the rear spring brakes , which function independently of the service brakes. All three reservoirs are pressurized from a single compressor. Both service brake systems are brought into operation each time the brake treadle is depressed to slow or stop the coach. Reservoir pressure for each service brake system is monitored by a respective pressure gauge on the front panel ; system failure(s) are indicated by low pressure readings , illumination of the Low Air failure lamp and sounding of buzzer (item 10, figure 2-3).
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=== Operation ===
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When the coach is parked, and the engine off, the rear spring brakes will normally be set by operating the parking brake. The spring brakes cannot be fully released until the air pressure is above 65 psi. These brakes are in the released position when the control is pushed in. In the event that there is a loss of air pressure , the spring brakes will set automatically , at the brake-applied position, and will not release until the air reserve has again built up to required value. Consequently , there will be a normal delay, after the coach is first started , before the compressor builds up sufficient pressure in the three reservoir tanks , before the brakes can be released and the coach driven. When the brake treadle is depressed , to slow or stop the coach, reservoir air is applied simultaneously to both front and rear service brakes to effect the braking action. The spring brakes are held in a released position by the air pressure supplied from the associated reservoir tank.
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'''Caution Do not attempt to drive the coach until system pressure is above 90 psi.'''
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=== Brake Failures ===
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To compensate for normal lining wear, each brake system is individually self-adjusting. Brake system failures are protected against by a combination of fail/safe features. Each service braking system , front and rear, has a backup capability in the form of the rear spring brakes in the event of partial or total system failures. If the front brakes fail , operating the brake treadle activates both the rear service brakes and the rear spring brakes, providing sufficient braking action to effectively stop the coach. Under these conditions , the spring brakes do not lock in, as in a normal released position, but instead their application is "modulated " in the same manner as the service brakes, thereby providing a normal braking "feel". If a failure occurs in the rear, the front service brakes and rear spring brakes provide braking action. In the unlikely event of a failure where both service braking systems are disabled , the rear spring brakes will apply automatically and bring the vehicle to a stop. As a safety factor, the coach should not be moved until any type of brake failures are corrected.
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==Maintenance Data==
 
==Maintenance Data==
  
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