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  1. When all else fails or the information is not available, the common sense answer is to move the slides only when the coach is level. Of course, some coaches without a FWS, would be safe to move the slides with the coach not level. However, these FWSs are very heavy and I would not move mine without being level.
  2. We're on the MS Gulf Coast, where we spend every January, it's now 5:30 local and 70 degrees.
  3. Both, after a ground tour in VN with the field artillery in the 25th Infantry Division, I went to flight school then back to VN for a year in the front of a CH 47 (Chinook). Several years later I got in to Army fixed wing, and when I retired, I was an FAA flight instructor and flew corporate jets.
  4. Herman, I note the subject above is listed as part of your bio in all your posts. When I was commissioned as a young Army 2LT out of ROTC, I went to Fort Benning, GA, for parachute training, enroute to my first assignment with the 101st Airborne Division. After I had been with the 101st a while there was a discussion of "quality control" for the parachute packers....how were they monitored and checked to be sure they were extremely careful in packing our parachutes. What we were told by the NCOIC was that after packing the parachute, the rigger put a tag on it with his initials. He also said the riggers were closely monitored while packing the parachutes. The ultimate test for quality control was when, on an unannounced day at an unannounced time, the riggers were instructed to go find a parachute with their initials on the tag....and go jump with it.
  5. Big Class A MHs with tag axles are also better in cross winds.
  6. Our last coach was an 09 AC Allegiance 40X. We got it new, after it had been sitting on the dealer's lot for a while. Unknown to us, but known to the dealer, the chassis and coach under the passenger seats somehow missed out on being welded together. AC was happy to take care of that little problem and even reimbursed me for 1,500 miles worth of diesel fuel. BTW, the dealer is no longer in business.
  7. We have a friend who went the other way....four 6 volts to two 12 volt AGMs. Never dry camps and has an all electric coach, works fine.
  8. The last time my RF tire blew out, I paid for the tire and the wheel....got money refunded for the wheel because I did not need it, but not the $800 Michelin. There was no labor charge.
  9. As I said earlier, the Tire and Loading Information sticker on the driver's door pillar, lists the exact weight, to the nearest one pound, this truck can carry. That sticker is on all vehicles, not just trucks.
  10. You are ignoring the pin weight. The formula for determining tow capacity is the GCWR minus the actual weight of the the truck (GVWR at least, probably more)....22000 - 9800 = 12200. This is way too much 5th wheel for a 250/2500 series truck.
  11. I do not use one for this reason, plus it can drive water where water should not be.
  12. Carl, your wiring is haywire. AC's of your vintage should be wired so that when on shore power/generator and the charge is 13.3 or greater, the charge goes through to the chassis batteries. Like wise, when driving and the charge to the chassis batteries gets to 13.3 or greater, the coach batteries should be getting charged.
  13. I've driven all three, as well as a Class C MH and a pick up with a 9 1/2' slide in camper. MH with a tag axle gets my vote as most stable...it's the heaviest with the most wheels on the ground.
  14. They've changed, Carl, my 14 AC Eagle uses house batteries for the generator.
  15. The military version is six P's....prior planning prevents p___ poor performance.
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