Category Archives: FMCA

Posts related to our involvement with the Family Motor Coach Association.

2014/06/10 (T) Early Entry

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Today was early entry day for the FMCA Great Lakes Area Motorcoach Association (GLAMA) area rally, known as the GLAMARAMA.  Following our usual departure routine I dumped our holding tanks and prepared the outside of the bus for travel while Linda secured the inside.  We pulled out of Elkhart Campground around 9:30 AM and headed west on CR-4 to IN-19 where we turned north back towards Michigan.  IN-19 becomes M-205 at the border and we followed it around to US-12 east.  A few miles down the road we turned onto M-217, the Michiana Parkway, and followed that south back into Indiana where it became CR-17.  We exited CR-17 at US-20 and headed east towards Middlebury, Indiana.  The reason for going this way was to avoid driving through Elkhart and Goshen.  Monroe Street in Goshen is closed at the railroad tracks forcing detours to get to the fairgrounds when approaching from the west.  We knew from our recent visit to the Elkhart County 4-H Fairgrounds for the Escapees RV Club Escapade rally that the easy way in and out of the venue was from/to the northeast.

GLAMARAMA14 is the second rally organized by GLAMA.  The first one was in September 2013 at the Elkhart County 4-H Fairgrounds.  I wrote an extensive article about that rally that appeared in the January 2014 issue of Bus Conversion Magazine.  A version of that article also appeared in the November 2013 newsletter of the FMCA Great Lakes Converted Coaches (GLCC) Chapter.

We encountered unexpected road construction on eastbound US-20, but we had no particular time constraints and patiently worked our way through.  At IN-13, south of Middlebury, we turned south, drove down to IN-4, and headed east.  Before getting to Goshen we turned south on CR-29 and followed that to its terminus at CR-34 (Monroe Street) where we headed east a short distance to the northeast entrance to the Fairgrounds (Gate 5).  The trip took us a little over an hour whereas the direct route, without road closings, would have taken 30 minutes.  But it was an easy, stress-free drive and we arrived relaxed and ready to enjoy the rest of the day.  Northern Indiana is a particularly easy place to drive a large RV; the roads are relatively flat with very few overhead clearance or weight restriction issues.  The one thing you have to watch out for are the Amish buggies; they are everywhere in this region.

We indicated on entry that we were with the Great Lakes Converted Coaches Chapter.  After unhooking the car in the staging area the parking crew escorted us to the sites reserved for our chapter in the fenced area directly behind the vendor and entertainment buildings known as “the compound.”  We were the second bus to arrive; the Lintner’s having already been here for a few days.  A short while later Bill and Karen Gerrie (1965 GM Transit) arrived with Mike and Kathy Dickson and Joe and Mia Temples (GM 4905 “Buffalo”).  Later in the day Don and Sandra Moyer arrived in their 1948 Spartan with John and Paula Lingafelter in their 1958 Flxible Starliner.

In the early afternoon Chris Dunphy and Cherie Ve Ard (Technomadia) walked over from the FMA area to the GLCC area with Jason and Nikki Wynn (Gone with the Wynn’s).  I introduced them to Bill Gerrie and Linda joined us for a brief chat.  It’s always good to cross paths with Chris and Cherie and it was nice to meet Jason and Nikki.

We volunteered to drive golf carts during the rally and our first shift was today from 2:30 to 5:00 PM.  Although the rally does not start until tomorrow the registration office was open and attendees from all over the fairgrounds needed to go there, without knowing where “there” was, so we had our share of customers.

 

2014/06/08 (N) Positioning

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We were up around 7:00 AM, showered, dressed, and gathered up toiletries and other last minute items for our outing.  I did a last minute check of e-mail and RVillage and then shut down the computers, printers, and NAS units and packed up my laptop.  We started our final loading process at 9:00 AM and had everything on board by 9:20 AM.  While Linda configured the car for towing, I turned the chassis batteries on, disconnected the shorepower line, stowed the cord, checked that the inverter was operating, and opened the air valves for the engine accessories and the air line to the car auxiliary braking system.  While Linda closed up the utility bay I fired up the main engine and drained the moisture out of the auxiliary air tank.  We checked the lights and finally checked that all of the bays were closed and locked.  GPS and TPMS on with all tires reporting in, all gauges reading normal, and side mirrors adjusted.  Tag axle up for the tight 180 degree turn exiting the driveway and all ahead slow while Linda verified the car wheels were turning.  She was on board and buckled in at 9:30 AM and we were on our way.  We have gotten reasonably efficient at this departure routine, but when driving a bus with a car in tow you do not simply turn the key and drive away.

We had light rain overnight and it was still drizzling as we pulled out.  No problem; cloudy skies often make for easier travel.  We drove up to M-59 and headed west, picking up I-96 westbound on the west edge of Howell.  By the time we turned onto I-69 southbound at the southwest corner of Lansing, Michigan we had run out from under the rain and the overcast gave way to partly cloudy skies with patches of blue making for very pleasant driving conditions.  At Coldwater, Michigan we headed west on US-12, a route we have driven many times and always enjoy.  Just north of Elkhart, Indiana we exited US-12 onto M-205 which swings south and becomes SR-19 as it crosses into Indiana.  About two miles into Indiana we turned east on County Road 4 and 0.7 miles later turned into the entrance to Elkhart Campground.  It was a little before 1:00 PM and we had made the 160 mile trip without rest or fuel stops.  I set the cruise control at 60 MPH on the Interstates and 55 MPH on M-59 and US-12, but had to slow down for interchanges and lower posted speed limits going through small towns.  We usually base our expected travel time on an average speed of 50 MPH which seems to account surprisingly well for all of these variations.

We got checked in to the Elkhart Campground using our Escapees membership to save 15% off of their overpriced 50A FHU grass sites.  They put us in a new part of the campground we have not used before.  The spot was level so I but the tranny in neutral, set the parking brake, and shut the engine off.  I shut off the air and chassis batteries and hookup up the shorepower line while Linda got the inside ready to use, our standard arrival routine.  In all fairness, Elkhart Campground is not a fancy RV resort but is nice enough, and one of only two RV parks in Elkhart, Indiana, so part of what you pay for here is location.  We have been here at least 9 times, usually for Great Lakes Converted Coaches rallies.  It is centrally located for much of our membership and has a building with meeting rooms and kitchen facilities that they let us use for no additional charge.  Our reason for being here now is to add a couple of days of RV use to the GLAMARAMA rally and position ourselves for an easy, early morning entry into the Elkhart County 4-H Fairgrounds on Tuesday.

For lunch Linda served some of the cold three bean salad she made yesterday along with tofu hotdogs (with mustard, relish, and onions, of course).  After lunch we got our WiFi Ranger connected to the campground WiFi network and checked in to the campground on RVillage.  The website indicated that there were 11 other people checked in here, but we knew that some of them had been here after the recent SKP Escapade and subsequently left.  We went for a walk around the campground and found the FMCA Frustrated Maestros (Great Lakes Chapter) camped by the activities building.  It was obvious that they were having a pre-rally and using it to rehearse before heading to the GLAMARAMA rally in Goshen on Tuesday.  We recognized Ron and Meredith Walker’s Prevost XL bus conversion but did not see them outside.

As we were finishing our walk we ran into Nick Russell of The Gypsy Journal and he invited us in to their motorhome for a brief chat.  Terry was busy removing their old combo washer/dryer to make room for the new one they are supposed to get tomorrow, but she put her work aside to visit.  We finally got to see her loom which we have read about on Nick’s blog.  Considering what a sophisticated device it is, it fits surprisingly well in their Winnebago Ultimate Advantage (which has slides).  Terry was obviously very excited to have it and enjoyed describing its operation to us.  She is mostly self-taught and already producing some very intricate designs.

For dinner Linda made a nice green salad to go along side a bowl of the vegetable chili she made yesterday, served with crackers and a glass of Franzia Sweet Red wine.  We went for a walk after dinner and ended up having a conversation with several of the Frustrated Maestros, including Ted (K0DDB) who took up the banjo at age 56.  As we walked past Nick and Terry’s motorhome Terry was outside talking to Greg and Jan White.  Greg was “parting out” the combo washer/dryer that Terry had just removed from their rig to salvage as many usable spare parts as possible since they have the same model in their American Eagle coach.

We got back to our motorcoach just before 8:00 PM and tried to connect to the Technomadia live UStream videocast they were doing for the Mobile Internet Aficionados private membership Facebook group, but the WiFi at Elkhart Campground was not up to the task and I did not feel like turning on our Verizon MiFi device.  Linda turned the TV on instead and checked out the stations available to us.  We had all of the major networks and decided to watch the final episode of Cosmos and then turned in for the night.

 

2014/06/07 (S) D-Day Plus 70

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Today was the 70th anniversary of the invasion of Normandy; D-Day.  The youngest soldiers in that invasion, if they are still alive like my father, are now in their late 80’s.  The event is quickly slipping into history; in another decade, more or less, there will not be anyone left with a firsthand knowledge of the events of that day, or indeed of the whole of WW II.

As we do most Saturdays when we are home we went to our ham radio club breakfast in South Lyon.  We meet at a local Coney Island restaurant and we go for the company and conversation, not the food.  The service is excellent, however, as we have the same server every week and she knows everyone’s usual order and keeps the coffee flowing.  Linda’s standard breakfast is coffee and toasted rye bread with orange marmalade, although occasionally she has oatmeal.  My standard breakfast is coffee and a toasted English muffin with strawberry jam, but today I had a toasted bagel.  Sometimes you just have break with tradition.  On rare occasion I have the oatmeal, but it’s not really cooked the way I like.  When I want to splurge I have hash browned potatoes, cooked until a bit crispy, which I smother in ketchup laced with Tabasco sauce.  That dish is as much about the spicy ketchup as it is about the potatoes.

When we got back to the house Linda headed off to the grocery store while I put a load of laundry in the washing machine and got busy prepping the bus for travel.  The temperature had risen into the 70’s but all of the bus tires were in the shade, a good situation for checking and adjusting the tire pressures.  I removed the Pressure Pro sensors from all of the bus and car tires, checked and adjusted the cold pressures, and put the sensors back on, re-establishing the baseline settings for alarm purposes.

We had quite a bit of rain on our last outing and the bays were a bit musty so I opened all of them to let them air out.  I also opened all of my tool boxes for the same reason.  The inverter bay door has screened openings with shields on the inside that are open on the bottom.  The large shield by the GenSet radiator is secured with three screws across the top, none of which were holding.  I looked around in the garage for some suitable drywall anchors to put in the holes but I did not have (or could not find) any the right size.  A quick trip to Lowe’s, with stops at Walmart and Meijer’s for grocery items, and I had some viable options.  I had to fuss with it for a while, but I got it secured.  It was a small project to be sure but one that had been bugging me for quite some time and it felt good to put it in the done column.

Linda spent the early afternoon working on the accounting records for our GLCC chapter and then turned her attention to cooking meals for the upcoming week.  For rally situations, where we are away from our coach much more than we are there, it is easier for her to prepare dishes in advance that can be quickly and easily re-heated rather than cook from scratch.  I called Elkhart Campground and made a reservation for Sunday and Monday evenings.  Over the course of the afternoon and evening we selected clothes for the week, gathered up various items that travel with us, and loaded everything on board.  I positioned the Honda Element behind the motorcoach and connected them together for towing.  We will have a few last minute things to put on board in the morning but the final loading should be quick and easy.  It was a relaxed loading process and as we sat on the rear deck enjoying a glass of wine we reflected on how glad we were to have found this house and decided to move.  We had some of the vegetable chili for dinner and then watched Season 2, Episode 2 of Doc Martin before turning in for the evening.

 

2014/06/06 (F) Chapter Business

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I spent a good portion of the day working on the membership and financial records for the FMCA Freethinkers Associate Chapter.  My work as VP/Secretary of the chapter is sporadic.  Weeks-to-months go by where there is very little that needs to be done, but when something pops up I have to take care of it in a timely manner and it often takes half a day to do it.  This usually involves updating the roster and notifying the members and FMCA HQ when a new member joins.  It also involves updating the financial reports as people pay their dues.

We have a chapter treasurer who handles the money and maintains the checking account but I maintain the membership records, which include keeping track of how much members have paid in dues and what calendar year those dues are for, and prepare the financial statements.  The busy times of the year for me, however, are September and October, when we prepare for and hold our annual meeting, and December through March, when I have to certify our roster to FMCA HQ and most members pay their dues.

Linda had more work to do for the bakery today but was able to do it at home.  She heated up an Amy’s Roasted Vegetable Pizza for lunch.  This is now my favorite pizza and cheese, vegan or dairy, would not improve it.

When I bought the Apple TV unit last night I also bought a Logitech wireless (Bluetooth) t630 optical Touch Mouse that I have been considering since I got my ASUS laptop.  I let it charge overnight (USB port) and today paired it with the computer, which was very easy.  There are some things about Windows 8/8.1 that I like and this is one of them.  I downloaded Logitech’s software package and installed it, which was also very easy.  Besides the usual cursor movement and left/right click functionality this mouse supports “touch” movements for vertical/horizontal scrolling and single/double finger soft taps for switching between the Start and Desktop screens and for switching between apps.  It’s very thin, but large enough to fit my hand comfortably, and feels solid and substantial.  So far I really like it.

Linda made a one pot dish for dinner with potatoes, black beans, kale, onions, and spices, including cumin, and probably some other ingredients.  It was delicious and healthy with lots of dietary fiber.  Earlier in the day we watched the latest NutritionFacts.org segment on the typical protein-rich, fiber-deficient American diet.  Most Americans, including vegans, consume way more than the recommended daily average of 42 grams of protein, but very few come anywhere near the recommended daily intake of fiber.  Vegetarians and vegans are the exception as dietary fiber comes only from plants, and the more whole-food the plant-based diet, the better.

We watched Season 2, Episode 1 of Doc Martin before turning in for the evening.  As with any TV series it has a formula, but it’s a formula I like.  I’m waiting for the episode where Doc Martin finally accepts and embraces the dog.  The dog is very loyal and will obviously win the day in the end.

 

2014/04/10 (R) Dunedin (FL)

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[Photos related to this post will appear in a separate gallery post.]

I confirmed yesterday that our awning windows would not be reinstalled until Friday, which left us free to go do something today.  We made sure the office had my cell phone number and then left around 9:20 AM for Dunedin, Florida about 30 miles south of where we are currently “camped” at Suncoast Designers.  Most of the drive was on US-19 with road construction and moderate-to-heavy traffic the whole way.  US-19 from Weeki Wachee south to St. Petersburg is just not an interesting or pleasant drive.

The destination was worth the drive, however, and we arrived at the eastern edge of Dunedin around 10:30 AM and parked near the Serendipity Café.  Over the next hour we walked through Dunedin’s historic downtown area to the marina on the Gulf of Mexico and back to the car.  Dunedin is the sister city to Stirling, Scotland and the historic downtown area reflects some Scottish heritage; at least the Scottish Heritage Center is there.

It was a gorgeous spring morning for a leisurely stroll with clear skies, bright sunshine, and temperatures around 70 degrees F.  This was the sort of day that shows a town like Dunedin in its best light.  Dunedin had a nice look and vibe to it–a bit upscale yet funky at the same time–with an assortment of unique restaurants (no chains), shops, and art galleries.  It was visually interesting without being pretentious.

We were back at the Serendipity Café a little before 11:30 AM.  We got a table for four and Donna and Michael arrived shortly thereafter.  They had suggested this restaurant because it was approximately midway between our respective locations and it had some vegan items on the menu.  Donna and Michael are members of our FMCA Freethinkers chapter and spent a few nights at Williston Crossings RV Resort in early January where we had a chance to finally meet and get acquainted.  They have been vegans for a very long time, so we also have that interest in common.  We were glad we could arrange another get-together with them before we left Florida.

We lingered over lunch for 90 minutes enjoying good food and good conversation.  I had a “Green Monster” smoothie made with spinach, pineapple, mango, and papaya.  Linda and I split the Asian kale salad which included carrots, red pepper, and roasted pumpkin seeds in a ginger/sesame/tamari dressing.  We then split the Penne Fresco; brown rice penne pasta with tomato, zucchini, kale, capers, white beans, olive oil, and dill.  The ingredients formed a light sauce that tasted like butter.  Served slightly warm, it was pleasant and delicious.  We split a muffin with dried cherries in it for dessert.  It’s always a treat to find a nice little restaurant with vegan choices and even better when we can share it with friends.  BTW: every dish at Serendipity Café is organic and gluten-free.

Donna and Michael had been on the Holistic Holiday At Sea cruise in early March so we compared experiences.  They were on a different/newer ship than the one we sailed on so we could not directly compare notes on that.  They found the educational aspects of the program very informative and decided to drastically reduce the amount of oil they use in their cooking.  They were less impressed with the dining, finding many of the dishes bland compared to how they cook, the serving sizes too small, and the meals generally lacking in an adequate quantity of fresh vegetables.  They ended up supplementing the special vegan dining with vegetables from the regular buffet.  I think that IF you want to go on a cruise, and IF you are a vegan, and IF you would like to take something home from your experience other than a few extra pounds, then the HH@S cruise uniquely meets those requirements.  If you are not really that interested in a cruise and/or gourmet vegan dining then VegFest in Pennsylvania provides the same or better educational experience for a lot less money.

We left the cafe around 1:00 PM and made the 3 mile drive north up the coast to Causeway Blvd, so named because it crosses two bridges on either end of a sand bar to form the causeway that connects Honeymoon Island to the mainland.  We had to wait briefly for the drawbridge to lower to get onto the island, which got its name when someone many, many years ago built 50 cottages there for honeymooners to use.  The first part of the island has some commercial development, but most of the island is Honeymoon Island State Park; the reason for our visit.

We used our annual Florida State Park pass to get in and headed to the nature center to rendezvous with Donna and Michael.  The nature center is elevated, probably as protection against hurricane storm surge, but as a result it provides an unobstructed view of the park and surrounding water from its wrap-around deck.  We got some good tips from the ranger about an active Bald Eagle nest and a Great Horned Owl at the north end of the Osprey Trail.  We also noted the cautions about Eastern Diamondback Rattlesnakes that inhabit the island in significant numbers.  The largest North American rattlesnake, it is one of the six venomous snakes found in Florida.

We drove to the trailhead, parked, and headed out, but not before changing lenses on my DSLR.  Any chance I had of capturing wildlife images would require my 100-300 mm zoom lens.  The trail out was level, dry, and firm but not hard, with adequate shade. The trees were mostly shorter palms with occasional taller pines, and a light breeze found its way in from the water.  The Osprey Trail was appropriately named.  We saw at least a dozen Osprey nests, most of them occupied with immature birds.  We eventually found the Great Horned Owl roosting high up in a pine tree.  The Bald Eagle nest was at the very end of the trail, by definition, as the park had closed off the entire tip of the island to keep human visitors and their pets from disturbing the birds.  The pair of adult eagles had successfully hatched two eggs and the immature birds were already fledged and out of the nest.  We only saw one adult bird soaring high up and far away, but the nest was impressive enough even without the eagles in it.

We took part of the Pelican Trail on the return hike thinking it might run along the water, but it was separated from the shore by high, thick vegetation.  The trail was sandy and lacking in shade, making for a slightly more difficult hike.  The air temperature was only 77 degrees F, but the sun was very hot, and we were all glad to get back to our cars.  We chatted a while longer in the parking lot, said our farewells, and went our separate ways.  Well, initially we went the same way; we were on an island after all, and there was only one way off.

Causeway Blvd becomes FL-586 which we followed east for about five miles to northbound McMullen Booth Road.  We followed McMullen Booth Road, which became E Lake Road, north for about 10 miles to Trinity Blvd.  Trinity Blvd cut ENE to the southern terminus of Little Road, which we followed north for about 12 miles back to New York Ave.  From there it west just a mile or so back west to Suncoast Designers.

We were surprisingly tired considering that it had been a relatively easy day.  Linda had some Tofurkey brand “fake bacon” made from tempeh so she made vegan BLTs for dinner along with a simple green salad.  We went for a walk after dinner and strolled around the Suncoast property with Bill and Nancy who own the Newmar Essex next to us.  A Country Coach Affinity 770 pulled in after we got back and the owner, Steve, came out and joined the conversation for a while.  As dusk turned to night the air temperature dropped.  We all started to feel the chill and retired to our rigs.

 

2014/04/04 (F) Flashback

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When we went to Weeki Wachee Springs State Park with John and Marian Hagan on Wednesday we got a CD with photos Marian took of me and John working on the bus back on March 8th.  Rather than edit a 3-week old post, I’ve put them in a WP Gallery.

2014/04/02 (W) Weeki Wachee

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Today was probably our last visit to a Florida State Park in this part of Florida.  In this case “this part of” refers to north central and southwest to the Suncoast.  Our destination was Weeki Wachee Springs SP.  WWSSP is another one of those FSP gems where the state park system took over a former “old Florida” roadside attraction.  We were glad they did because otherwise this iconic old Florida attraction would no longer exist.  The New York Times ran an excellent article on Weeki Wachee about a year ago.  Most of the photos from today are in a separate gallery post.

Peakcock with tail fanned.

Peakcock with tail fanned.

We left WCRVR around 9 AM and headed towards Dunnellon to pick up John and Marian Hagan.  We arrived around 9:40 having been delayed a few minutes by road construction that had traffic down to one lane on US-41.  We got everyone on board and were on our way quickly.  The park is located on US-19 just west of where FL-50 (Cortez Blvd) ends and it took an hour to get there.  We arrived at WWSSP a little before 11 AM, but not in time to see the 11 AM Mermaid show.  Mermaids?  Oh yes; mermaids are the reason to go to Weeki Wachee Springs SP.

Linda, Marian, & John at the entrance to WWSSP.

Linda, Marian, & John at the entrance to WWSSP.

Weeki Wachee Spring is a Class 1 spring issuing over 100,000,000 gallons of fresh water every 24 hours to create the Weeki Wachee River that meanders a mere 12 miles to the Gulf of Mexico.  The water is 99.8% pure, and technically it safe to scoop it up out of the river (near the source, anyway) and drink it without any treatment.

Weeki Wachee is a large, deep spring; amazingly clear with beautiful shades of green and blue in the bright sunshine.  The name cones from earlier Native American words meaning “large spring.”  Go figure.  In the 1940’s a former Navy frogman bought the property and created the underwater viewing theater on the west side of the spring.  He also invented the air hose underwater breathing technique that has allowed young women (and some men) to perform the underwater mermaid shows ever since.  On our visit they were doing two different shows: Fish Tales (a historical retrospective), and The Little Mermaid (adaptation of the Hans Christian Anderson tale).  Campy?  Of course.  Delightful?  Absolutely.

Weeki Wachee SP is small at only 528 acres, but we managed to make a nice, relaxing day of it.  Admission is $13 for adults and our FSP Annual Pass was only good for admitting two people.  The other major attraction is the Buccaneer Bay water park.  It was open but the water slides were not operating.  This time of year the slides are only open on weekends.  They are open every day during the summer season.  We were surprised by how many people were here on a Wednesday in early April, swimming, sunning, walking the grounds, and enjoying the shows.

We went to the animal show at noon.  The young man who did the show was very entertaining but also provided important information about the snakes, turtles, and small alligator he showed us.  He kept the 18″ long alligator out after the show for people to touch and photograph.  The park also has a resident population of pea fowl that roam the grounds freely.  We encountered them numerous times and I took quite a few photographs.  Several of the peacocks were fanning the tails and they were very impressive.

The park service operates a pair of pontoon boats that take visitors on a 25 minute round trip on the upper part of the river.  There is almost no development on this stretch of the River and we saw turtles, an Anhinga drying its wings, and a Bald Eagle nest with an immature eagle in it.

The park operates several concession stands and we patronized one for a light lunch.  They also have a gift shop.  The park is open from 9:00 AM to 5:30 PM.  We left at 5 PM feeling that we had gotten value for our entrance fee.

From the park we headed east on FL-50 / Cortez Blvd to Buffet City.  We had been to this Chinese buffet once before with Al Hesselbart and thought the variety and quality of food was sufficient to make the $11 per person cost reasonable for us.  All four of us got our monies worth.

We headed back to Dunnellon by way of the northbound Suncoast Parkway (FL-589 Tollroad).  The Parkway ends at US-19 south of Homosassa.  From there we reversed our route from the morning, taking US-19 back to Crystal River and then taking the road that runs northeast back to US-41 in Dunnellon.  We stopped at the Hagan’s house for some coffee and conversation.  Marian had taken a few photos of us at the park and John transferred them to a DVD.

We arrived back at our coach around 9:30 PM and were greeted by our two cats who demanded our undivided attention for a while.  A small serving of coconut milk “ice cream” put the finishing touch on a long but very satisfying day.

 

2014/03/08 (S) Let There Be Light

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The overnight low temperature was forecast to dip into the upper 30’s last night and only rise to 55 by 10 AM, finally making it to 64 by noon and eventually reaching 71 before dropping back to the mid 60’s by 6 PM.  A sunny day was in store with little-to-no wind—a perfect afternoon for working on the bus—so I called John and he agreed that he and Marian would arrive around noon to help with bus projects.  The forecast held true and the Hagan’s arrived right on time.  We discussed bus projects over lunch and decided to go after the cargo bay lights.

I had pulled out my various manuals, found the one with the wiring diagrams, and located the wiring diagram for the Interior Lighting, so John and I started there.  The diagram indicated that all of the bay lights were on 24 VDC circuits/breakers, and all of the cargo bays were powered from a single circuit/breaker.  The light for the auxiliary air compressor bay was on a separate/circuit breaker and the lights for the engine bay were on their own circuit/breaker.  The light in the aux air compressor bay did not work and none of the engine bay lights worked, but some of the cargo bay lights did work indicating that the circuit breaker was good and the wiring was OK at least up to some point.  The reason(s) the aux air compressor bay and engine bay lights didn’t work were unknown and need to be diagnosed.

The larger bays, which go all the way through the bus, have two light fixtures on each side.  The smaller bays (over the rear tires) typically have one light fixture.  The front aux air compressor bay also has one light fixture.  There are at least six light fixtures in the engine bay, none of which work, but that was not our focus for today.  These fixtures are all clearly indicated in the wiring diagram, along with the switches, connectors, and wire numbers.

All of the cargo bay fixtures are present but most of them are badly corroded.  Each fixture uses two 24 VDC bulbs wired in parallel.  Some had only one bulb and some had none.  We cleaned up one of the existing bulbs and determined that they are T635’s, a small bayonet mount 24 VDC incandescent bulb.

(Perhaps I should try to find an LED replacement for these?  Actually, I plan to replace all of the fixtures with LED’s, but that’s a project, and a story, for another day.  When I upgrade the fixtures to LED’s I will probably re-wire the front cargo bay so all of the lights come on when either door is opened.  This is our only real cargo bay; all of the other bays are full of installed systems.  It has a bi-directional slide, and it would be nice to have it fully illuminated.  I am also considering feeding the bay lighting circuits from the 24 VDC battery system through a fuse, relay, and diode so power would only be supplied when the chassis batteries are turned off, which is the normal situation when we are parked.)

According to the wiring diagram there are two branches to the cargo bay circuit, one for the driver side lights and one for the passenger side lights, except for the large front bay where all of the lights are powered from the driver side branch.  Each bay door has a micro switch that turns the lights by that door on/off when the door is opened/closed; at least that is what is supposed to happen.

I made a rough diagram of the bus bays with all of the fixtures and micro switches indicated.  I turned on the chassis batteries, opened all of the bays, and we started documenting what did and did not work.  We checked each fixture that did not come on to see if voltage was present.  If not, we checked the micro switch both for a supply voltage and for proper switch function.  We found one micro switch that was bad in the DS rear electrical bay.  We found another micro switch in the water bay that had one of the wires cut, but determined that there was 24 VDC present.  The only fixtures that were not receiving voltage were the PS front cargo bay and the aux air compressor bay.  We did not check the engine bay lighting circuit.  The engine bay is a messier place to work, and that will be a project for another time.

I had two new micro switches in my parts box so we replaced the bad one in the DS rear electrical bay.  The micro switch in the water bay did not have a spring/roller actuator.  We did not know if that was by design or if it had broken off but decided to remove it regardless as it was mounted in a location where it was difficult to work on.  We had to fashion a new wire for it that was long enough that we could splice it to the wire in the bay.  John was able to remove the switch at which point we could see that that the actuator spring/roller was broken off.  The switch tested OK, so we removed the actuator from the defective switch we had just replaced and put it on the existing switch.  We made our new wire, attached it to the switch, and spliced the other end to the existing wire in the bay.  We reattached the other wire to the switch and turned the chassis batteries on.  Voila, let there be light!  We cycled the switch to make sure the lights would go off and on.  They did, so we re-installed the switch.  We then gently lowered the bay door almost to closure but the lights did not turn off.

Examination of the switches on some of the other doors revealed that the spring/roller actuators had been “custom bent” to cause the door hinges to contact them “just right.”  We tried to bend the actuator without removing the switch, but spring steel by its very nature does not like to have its shape permanently changed and we risked breaking it.  Since these lights are powered by the chassis batteries there would not be any harm in just leaving them on as the chassis batteries are generally only on when we are going to start the engine.  I decided to look for a different solution (on another day) and removed the bulbs from the two fixtures for the time being.

24 VDC was not present at the micro switch for the front PS cargo bay and we could not trace the wiring as the converter (Royale Coach) had “buried” it behind a decorative carpeted ceiling.  We ran a jumper wire from one of the fixtures on the other side of the bay and determined that the switch was OK and so was the wiring from there to the light fixtures.  The solution in this case will be to disconnect the original supply wire from the switch and from the other side of the bay where it originates, cap them, and run a new wire; but that will be a project for another day.  My primary focus for today was diagnostics, with easy repairs where possible.

There was no 24 VDC present at the micro switch for the aux air compressor bay light so we used the jumper wire to supply power and determined that the switch, the  ground wire, and the fixture, including the bulbs, where OK.  This was the first power supply problem we had found.  The wires to the switch were numbered and the numbers corresponded to the wiring diagram.  We eventually found the other end of the supply wire, and the circuit breaker where it was attached, in the DS front electrical bay.  The breaker was OK and supplying 24 VDC to the wire so we had a wiring problem, specifically an open circuit.  This wire does not supply power to any other components (according to the wiring diagram) so the fix in this case will be to disconnect the wire from the circuit breaker and the switch, cap it at both ends, and run a new wire; but that will also be a project for another day.

By the time we got all of this done it was 5 PM so we decided we were finished for the day.  We cleaned up a bit and went to Pizza Hut for dinner.  There are only two chain restaurants in town; the other one is a McDonald’s.  Angelina Mia is OK, but we had already been there a couple of times.  The Ivy House is reputed to be the best restaurant in town, but when Linda and I checked their menu we did see anything we could eat even with ingredients left out.

John and Marian dropped me back at the coach at 7 PM and headed for home.  I wandered over to the fire pit with a glass of Moscato white wine around 8 PM and relaxed for a couple of hours.  The fire eventually died down and the air got cool so I returned to the coach and worked for a while on the Cool Cruiser article before turning in for the night.

 

2014/03/02 (N) Dashboard Wiring Photos

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A few photos from the dashboard wiring repair work today we did today.  Click each thumbnail to enlarge.  Maximum dimension is 400 pixels.

2014/03/02 (N) Dashboard Wiring

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(Photos of this work are in the gallery post for this date.)

John and Marian returned at 10 AM today.  I unpacked all of the tools again, shut off the power to the pressure switch for the auxiliary air compressor, and removed the cover.  Sure enough, the diagram was right there.  The pressure switch was a Connor designed for air systems.  It was not a water well pump control switch although externally you would not know the difference.  It was designed to allow adjustment for a cut-in pressure as low as 40 PSI and a cut-out pressure as high as 160 PSI with an adjustable pressure difference between cut-in and cut-out of 20 to 50 PSI.  The two large spring-loaded shafts moved the operating range up and down while the smaller single shaft adjusted the differential.  It presumably had the two large springs, instead of the usual single one found in a water well switch, because of the higher operating pressures.

After figuring out a combination of tools that allowed me to turn the adjustment nuts, I backed off (CCW) the two nuts on the large spring shafts equal numbers of turns.  The adjustment rate appeared to be approximately 3.0 to 3.5 PSI per full revolution. I lowered the cut-in pressure, turned the power back on, and bled the auxiliary air tank until the compressor came on.  A little more adjustment and I had the cut-in pressure set to 65 PSI.  That put the cut-out pressure at approximately 90 PSI.  I decided to raise the cut-off pressure to about 95 PSI, a 30 PSI differential, in order to get a slightly longer off-time.  I checked the time with my stopwatch and the compressor was coming on about every 2 hours and running for about 3 minutes.  Not bad compared to the 20 – 25 minute cycle we were seeing before the old compressor died.  In subsequent tests it has stayed off as long as 2 hours 15 minutes if I did not use any air powered accessories.

The 65 PSI cut-in pressure was selected to keep the overall system pressure above 65 PSI.  There is a pressure regulator / water separator that takes air from the auxiliary air manifold and supplies it to the house accessories, specifically the toilet, pocket door, and waste tank dump valves.  The toilet, in particular, wants to see 60 PSI to operate properly.  The auxiliary air compressor also maintains the pressure in the suspension/brake systems, and I like to keep that pressure above 60 PSI.  If not for these minimum pressure requirements I would set the pressure control switch to cycle between 45 and 95 PSI and extend the off-time to 3 or more hours.

With the compressor project wrapped up for now I got out my Pro-Link ECM diagnostic instrument.  The ECM for our DD8V92TA is a DDEC II.  I turned on the chassis batteries and we plugged the Pro-Link power cord into the 12VDC outlet (cigarette lighter) in the driver’s area and plugged the data cable into the diagnostic port in the outside bay under the driver’s seat.  (Note to self:  Install a 12VDC outlet next to the data port for future use.)  After referring to the manual, we were able to examine the data in the DDEC II.

There was one Inactive code set as follows:

MID: 128  Engine  |  Fuel Temp Sensor  |  Input Voltage High  |  I1   PID: 174   FMI: 3

We did not check for active codes as that required the engine to be running and I don’t like to start unless I am going to run it long enough to bring it up to operating temperature.

This was the same code that Bill and I saw in Arcadia and then cleared, so it must have reappeared on the drive back to Williston on January 1st.  I had purchased a new fuel temperature sensor early last year and had our mobile mechanic, Joe Cannarozzi, install it last spring.  It is possible, though unlikely, that this new sensor was bad.  I also do not think I that the bus has a fuel temperature issue.  That leaves wiring or the DDEC II as possible culprits, but not necessarily the only ones.  The fuel temp sensor is mounted in a dry pocket on top of the engine underneath the DDEC II.  I believe the wires go directly from the sensor through a connector to the computer, so the wires and/or connector are obvious places to look for a problem.  More importantly for us today, it appeared that the check engine light has been coming on for a reason, not at random, displaying an active code while driving and coming on and going off as the error condition appeared and disappeared.

Now for the dashboard.  The cover just lifts off, exposing the top and back side of all the gauges, switches, indicator lights, dash lights, rotary controls, and wiring; lots of wiring.  The area behind the dashboard is not very deep—12 inches at most—and it is easier to see this area from outside through the driver side lower windshield than from inside and above.  Extensive work behind the dashboard would require the removal of the driver side lower windshield.

John and Marian studied the wiring through the windshield and spotted some issues.  We followed the wires coming out of the back of the speedometer into a large bundle that went to a large circular connector with a twist-latch to hold it together.  There are several of these connectors to accommodate all of the dashboard wiring, plus smaller connectors for the dashboard lights and miscellaneous power feeds.  (Except for two small air lines for the primary and secondary air system gauges, and some mechanical connections for the front HVAC system, it appears that undoing these wiring connectors would allow the dashboard panels to be removed intact.  That would provide an alternate way to work on the wiring.)

The insulation on several of the wires was abraded or had been chewed off.  (Mice are known to chew insulation off of wires.)  We taped the damaged wires to prevent any further deterioration.  We also noticed a wire that came out of the connector that contained the speedometer wires and looped back into the connector.  It was approximately 6 inches long and the insulation was missing from one side of the middle four inches, exposing the stranded copper conductor.  Not only was that a potential short circuit, the conductor was not in good shape.  It was slightly corroded due to atmospheric exposure and it was frayed in several places with only a few strands providing continuity.  This in turn would look like a resistance to the circuit, causing a voltage drop and reduced current flow.  We clipped out the bad section and spliced in a new piece if wire.

(As a side note, there are only two obvious reasons to loop a wire back through a connector like that: 1) It was intended to go to something that was not installed and then continue on to something else, or 2) It was being used to detect that the cable was plugged in.)

We separated the two halves of the connector and sprayed them with contact cleaner.  While they dried we checked for ground connection problems, but did not see any obvious ones.  The ground on the speedometer mounting bracket looked sound and all of the other speedometer wires were shielded pairs; the instrument itself did not use chassis ground for its signals.

While we had the dashboard exposed I decided to remove the radar detector.  I have never used radar detectors, but it was already installed in the coach when we bought it.  I had never used it and did not intend to.  It was taking up space and making access to things more difficult.  (I had previously removed an electronic compass that did not work and I still need to remove the “musical horn” which we don’t use because it’s annoying.)

With the dashboard work completed we opened up the electrical service bay above the driver side steer tire.  This bay contains a lot of chassis electrical components such as relays, circuit breakers, terminal strips, diodes, and the anti-lock brake computer.  What we were looking for, however, was the Speed Limit Switch (SLS).

The SLS is used on seated coaches to disable the kneeling feature of the suspension when the coach is moving.  In order to do that, the speedometer wires pass through the SLS enroute to the dashboard gauge.  The Prevost national service advisor for conversion shells, Bill Jensen, told me back in January that this switch might be installed in our coach even though it was not used, and that it was a possible point of failure that might cause our intermittent speedometer problem.

The Speed Limit Switch was not present, but there was a DB-15 connector at that location that could have plugged in to it.  The connector was plugged in to a mating connector that did not have any wires coming out of it.  Looking in the cable access hole on the end we could see wires inside.  It was a loop back terminator.  We separated the two connectors and sprayed them with contact cleaner but we did not open them to check the integrity of the wiring inside.

We buttoned everything up and called it a day around 2:30 PM.  I won’t know if any of the work we did today fixed our speedometer problem until we depart Williston Crossings RV Resort in April.

 

2014/03/01 (S) Compressor Install Photos

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A gallery of photos of the auxiliary air compressor replacement project.  Click thumbnail image to open.  Maximum dimension is 400 pixels.  Photos by Marian Hagan marked (MH).

2014/03/01 (S) Installing The Compressor

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John and Marian arrived at 10 AM as I was getting ready to unload all of my tools and materials from their storage locations.  Marian brought her camera and took pictures of us working and I took photos of the details of the work as it progressed.  I have placed the photos in a separate gallery post with today’s date.

We looked at the old compressor and figured out what we had to do to remove it.  The auxiliary air compressor is mounted to the floor of the bay under the driver’s seat.  It is not a large bay, but it is big enough to allow access to the things that are installed there, especially after the plastic 5 gallon windshield washer fluid tank is removed.  (Yes, it holds 5 gallons of washer fluid; it’s a bus and everything on it is super-sized.)

I tried applying AC power to the compressor one last time with zero pressure in the auxiliary air system, but it was still seized.  I shut the circuit breaker off so we could work safely on the electrical aspects of the project.

With the washer fluid tank out of the way we could see that the compressor was mounted on four rubber isolation mounts.  These mounts were ~1″ thick with bolts protruding from either end.  One end was bolted to the air compressor mounting flange.  The other end went through a hole in the floor and was secured with a Nylok nut from under the bus.  The compressor was installed with the length oriented front-to-rear (buswise) so we could get to the interior nuts on the side of the compressor facing us, but not the ones on the other side.  We could hardly see those nuts even with the inspection mirror.  Fortunately the bottom bolts were close enough to both the driver side and front of the bus that I could reach them without having to get under the bus.  With the auxiliary air system bled completely down the suspension was holding, so we did not put the bus up on stands for this work.  I do not get under the bus under those conditions.

We disconnected the air line from the compressor while it was still mounted and then disconnected the other end from the T-fitting and removed it from the bay.  We then unbolted the air compressor and turned it 90 degrees so we could get to the electrical connections on the end of the motor.  With the electrical connections undone we were able to lift the old unit out.  It weighed about 30 pounds.

Butch had alerted me to the possibility that the check valve I bought from Prevost might not be exactly what I need.  He said that air compressors usual have an unloader valve or mechanism in the air line ahead of the check valve.  The purpose of the unloader mechanism is to bleed the pressure off of the air pump when it stops running so the next tine it starts it is initially working against zero pressure.  We examined the old check valve and sure enough, it had an “extra” piece with a small port in the side.  We tested it and verified that the check valve was, in fact, leaking but the pressure relief valve was working.  We also discovered that all of the fittings were compression rather than pipe thread like my new check valve.

After studying the situation for a while John and I agreed that the best course of action was to reuse the old check valve and unloader and put the new check valve in the air line downstream from them.  The new check valve would prevent backflow to the new auxiliary air compressor, and protect it from the higher pressures generated by huge main engine air compressor, while the unloader would relieve the pressure on the auxiliary air pump when it stopped running.

This was the point at which we realized that I did not have all of the necessary fittings to reassemble the air line with the new components.  John got on his phone and found that there was a NAPA auto store not far from the RV Resort.  It’s always something.  This is why jobs that should only take “a few hours” end up taking all day (or longer).  Two trips later and we had everything we needed.

We assembled the air line in two pieces using old and new fittings.  We used PTFE pipe thread compound on all of the threads.  As I do not travel with a vise it was very helpful having four hands to hold things and another pair (Marian) to help as needed.  (Our mechanic would like me to mount a vise to trailer hitch so I can slide it into the receiver on the back of the bus or the car.  That would have been handy for this project.)  We attached one piece of the air line to the compressor and the other piece to the T-fitting.  John had previously attached the two isolation mounts that came out with the old compressor.  We set the new compressor in the compartment with the motor pointing out and reconnected the AC electrical power.  We then turned the compressor 90 degrees and dropped the rear mounting bolts through the two holes in the floor.  John had put the mounts in just the right place and it was a perfect fit!  We put all the nuts on and snugged them up.  The final step was to join the two pieces of the air line together and test it.

I turned on the AC power and it purred like a kitten.  Well, maybe like a really big, loud cat.  We watched the pressure gauge in the auxiliary air manifold and although we could hear air being pumped the pressure was not coming up.  I quickly realized that the primary and secondary tanks had bled down to about 40 PSI and the auxiliary air compressor had to fill them to 70 PSI before the auxiliary air tank/system would fill.  The auxiliary air compressor is not intended to fill the entire chassis system, although it does maintain the pressure at its cut-out setting, so I shut it off.

I had asked John to bring his portable air compressor and he did.  We connected it to the fill connector/valve back by the main engine and used it to fill the primary, secondary, and auxiliary air systems to about 110 PSI.  I then turned the power back on for the auxiliary air compressor and opened the drain valve on the auxiliary air tank.  At 80 PSI the auxiliary air compressor came on.  I shut the drain valve and the pressure came back up to about 104 PSI.  The system was back in operation! I started the stopwatch on my smartphone to time how long it would take to leak down to the cut-in pressure while I cleaned up and put away tools.

The only issue at this point was that the auxiliary air compressor was rated for 100 PSI maximum pressure so the pressure control switch needed to be adjusted.  I turned the power off, removed the cover from the pressure switch, and discovered that it had three spring-loaded adjustments rather than the two I expected to see.  I put the cover back on, restored the power, and suggested that the three of us go out to dinner at Angelina Mia.

At the restaurant I made a special request for pasta in olive oil.  The owner was there and she came to the table to clarify what I wanted.  She said she could do spaghetti with olive oil, garlic, some hot pepper flakes, and spinach.  Winner!  I also found out that Angelina and Mia are her daughter’s names.  We did not get around to working on dashboard wiring issues today, so John and Marian agreed to come back tomorrow.

After dinner I got online to research how to adjust the pressure switch, but everything I found was for a unit with two adjustments, not three.  The key, however, was that the diagram for the unit was probably inside the cover.  I had not thought to look there earlier.  That would be the first task for tomorrow, and then on to wiring issues.

 

2014/02/20 (R) Cape Canaveral (FL)

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We were up early this morning and on the road by 6:15 AM in order to get Linda to the Orlando International Airport between 8:00 – 8:30 AM for her 10:30 AM flight back to Michigan.  We took the Florida Turnpike and met that objective easily.  The SunPass we bought for the Florida toll road system has proven to be very handy, speeding us through toll plazas without having to stop, and often without having to slow down.

I had several alternatives for what to do with my day given that I was already in Orlando.  One was to head to Wekiwa SP to finish photographing a bus, but the owners were away for the day.  Another was to pay a return visit to fellow GLCCers Bill and Karen (and Mike and Kathy) at the Orange City RV Park, but they were also away from the campground for the day.

The plan that worked out was to continue on to the east on FL-528 (toll) to the Cape Canaveral area, specifically Merritt Island and Jetty Park, which is on the Atlantic Ocean north of Cocoa Beach.  Pat and Vickie, our friends from GLCC, had recently relocated to the Jetty Park Campground from Fort Wilderness (Walt Disney World) and thought I would enjoy the place.  The Park and Campground are owned and operated by the Cape Canaveral Port Authority and I drove past the cruise ship and freight terminals on the way into the park.

I enjoyed the park and ended up having lunch and dinner with Pat and Vickie (thank you) and stayed well into the evening to watch a rocket launch from the Cape Canaveral Air Force Station just north of the park and south of the John F. Kennedy Space Center.  The launch was to place a military satellite into orbit, and used a 3-rocket booster.  Liftoff was at 9:00 PM and lit up to night sky.  The sound was also impressive

I waited until 9:45 PM for traffic to thin out a bit, and then headed for Williston.  I did surprising well on the drive considering how long a day it turned out to be.  Vickie sent a bag of pretzels with me so I would have something to munch on the drive.  I stopped on the Florida Turnpike (FL-91) for fuel and got some coffee at the Dunkin’ Donuts.  I arrived back at WCRV Resort around 12:30 AM.

Photo Gallery: Click on thumbnail images to open for viewing.  Maximum dimension is 640 pixels.

 

2014/02/09 (N) Crystal River State Parks (FL)

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Our destination today was the two state parks near Crystal River, Florida; Crystal River Archeological SP and Crystal River Preserve SP.  We left around 10:45 AM and headed down US-41 to Dunnellon, Florida where picked up John & Marian Hagan from their house.  John navigated us over to the town of Crystal River.  From the heart of downtown a short drive north on US-19 brought us the iconic brown state park sign telling us to take the next left turn to get to the parks.

Crystal River Archeological SP preserves an important pre-Columbian site with burial and midden mounds as well as mounds that once supported temples.  Evidence of occupation goes back before the Common Era and there is a small, but nice, museum explaining the modern history of the site and the archeological activities that led to our present day understanding of the people who built and used the site send its mounds.  The trail system is paved and less than one mile in total length.  It was a quiet place for peaceful if thought-provoking stroll on a beautiful late winter afternoon.

Crystal River Preserve SP is listed on some maps as Crystal River Buffer Preserve SP, and that is an apt name for it.  About equal in size to the archeological state park, it surrounds it and buffers it from encroachment and most recreational uses.  The archeological park has a picnic area, but no place to launch boats, canoes, or kayaks, or to flush.  The buffer preserve, by comparison, has a much longer trail system with lots of access to water.  We hiked approximately 2 miles in pleasant temperatures on a trail through the woods along the water’s edge and saw a number of people fishing.  The light was good and the wind was light which made for nice reflections.  The following photograph is a panoramic composite of three images made using the Microsoft Image Composite Editor (ICE) and post-processed using Faststone Image Viewer.  MS-ICE is an amazing little free program.  The three camera images were hand held with auto-focus and auto-exposure.  The rules for compositing photos to make panoramas are: 1) tripod, 2) special pan head, 3) fixed/manual focus, and 4) fixed exposure.  This image violated all of these rules and still came out well.

Crystal River Buffer Preserve SP (FL).

Crystal River Buffer Preserve SP (FL).  [Click to enlarge to 1280 pixels wide.]

By 3:00 PM we were all getting hungry so we looked for vegetarian friendly options in Crystal River.  The only place that came up was the Brooklyn Dockside Deli but the website indicated they were only open for breakfast and lunch.  We stopped there anyway and they were open until 4:00 PM, so we had a late lunch /early dinner.  John had a Cuban sandwich, Marian had a Reuben sandwich, Linda had a spinach wrap veggie sandwich, and I had a veggie sub.  Everyone enjoyed their food and the un-assuming setting by the water.

We drove John and Marian back to their house and returned to Williston.  We arrived back at our coach before it got dark; something we have rarely accomplished on our recent outings.  Our neighbor, John, invited us to join them later for a small campfire at another neighbor’s rig a few doors down.  Since we were not having dinner as such I off-loaded today’s photographs from the camera, created the panorama, and worked on this blog post.  We checked a couple of times but never saw a campfire where the campfire was supposed to be, so we figured the plans had changed due to the cool temperatures.  Sunday evenings is Masterpiece Theater on PBS, so we settled in for the evening.

 

2014/01/23-24 (R,F) A Gathering

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On Thursday morning we followed our usual home routine; breakfast, computer work (for me), cross-stitch (for Linda), a walk around the park, and a light lunch.  We walked by the clubhouse / pool / pond / pavilion area to check on the progress of the deck being built along the north edge of the pond.  The deck construction was finished and the landscaping was being installed. We continued on to the rear entrance to check on the new landscaping that was being installed the day before.

The new deck by the pool at WCRVresort.

The new deck by the pool at WCRVresort.

The new landscaping by the rear entrance.

The new landscaping by the rear entrance.

Mid-afternoon John and Marian Hagan drove up in their car from their home in Dunnellon for a visit.  It was the first time they had been to Williston Crossings RV Resort and the first time they had seen our converted bus.  Shortly after John and Marian’s arrival David and Marie Ross walked over from their motorhome, which was parked just around the corner from ours.  Linda had set up all six of our folding chairs and our one folding table, but it was just too chilly to sit outside and talk.  Our coach will accommodate six adults for seated conversation, but just barely.  We had met the Hagan’s last week for the first time and the Ross’s just yesterday for the first time and this was the first time the Hagan’s and Ross’s had met but we quickly settled into a long comfortable chat.  This has been our experience to date with every member of our FMCA Freethinkers Chapter that we have had the pleasure of meeting.

Around 6 PM we took the conversation down the street to Angelina Mia, the only Italian restaurant in Williston.  Once again Linda and I had a pizza and side salads.  This time, however, we had a Manhattan Supreme “white” pizza with olive oil, garlic (lots of garlic), spinach, sweet basil, tomatoes, and mushrooms, hold the cheese.  It had a thin, crispy crust the way we like it, and was a very acceptable vegan pizza.  Everyone else had regular Italian dishes, and like the last time we were here, they all indicated that the food was pretty good.  We stayed at the restaurant two and a half hours eating and talking.  John and Marian headed home directly from there and we dropped David and Marie back at their rig.  A little more chat in the brisk evening air and we decided to call it a night, but not before agreeing to go out to breakfast the next morning.

L-to-R Me, John, Marian, Marie, David, and Linda at Angelina Mia’s in Williston.

L-to-R Me, John, Marian, Marie, David, and Linda at Angelina Mia’s in Williston.

Friday morning the Ross’s picked us up a 9 AM and went to Melanie’s.  The parking lot was so full we had to park across the street by a vacant building.  Linda had rye toast, dry, and I had a plain bagel, dry; a pretty typical breakfast out for us.  David and Marie had regular breakfast fair, and seemed pleased with their choices.  We lingered and drank coffee, but eventually had to go back to the resort as they were expected at Fort Wilderness in Orlando, Florida that afternoon.  We said our “until next time”s and left them to concentrate on t heir departure routine.  A final wave as they drove out and they were gone.

Living in an RV, even part-time as we are doing, can be an isolated, even lonely experience if that’s what you want it to be or if you fail to take some action to make it otherwise.  Cherie Ve Ard and Chris Dunphy of Technomadia and been full-timing for at least seven years now and have put a lot of thought and energy into the issue of “nomadic community.”  They have run into people all over the country, both randomly and intentionally, and then used their knowledge of communications and social networking technology to stay in touch and forge enduring relationships.  Cherie’s most recent post discusses the difference between what they call a “convergence”, which is what is occurring in Cedar Key, Florida at the moment, and an RV rally or other such organized event.

We have some busy days coming up, so I took the opportunity to do a load of laundry mid-afternoon while Linda went for a walk.  I think she planned to go for a long stroll, but cut it short because it was just too chilly to enjoy even with sunshine.  We planned to eat dinner early and go over to the Friday night bonfire at the fire pit but Linda did feel like going, so I went by myself for a while.  Part of living in a RV is that it has to be OK to not always do everything together.

 

2014/01/22 (W) Old & New

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I spent most of the day catching up on our blog postings for the previous two days.  Our trip to Cedar Key on Monday was a full day of interesting sights and people and I took quite a few photographs.  The weather and light were very nice and most of the photos were usable but required the usual post-processing which would take several hours.  Our trip to Paynes Prairie State Preserve on Tuesday preempted image processing work and resulted in even more photos to review, select, and process.

David and Marie Ross from our FMCA Freethinkers chapter were scheduled to arrive at Williston Crossings RV Resort today so we did not plan any activities away from the resort.  That gave me the time to work on the blog posts and Linda to work on her cross stitch project.  We took a break around noon to go for a walk and bundled up against the chill, which seemed sharper than usual.  It was below freezing again last night and only made it up to about 50 by mid-afternoon.  We had some Amy’s Thai Coconut Soup when we got back which helped warm us up.  Amy’s products are all vegan and we try to keep some on hand for a quick, easy, delicious meal.  A selection of Amy’s products is often available at regular supermarkets including Publix here in Florida, the best selection is usually found at Whole Foods or specialty markets.

While we were walking I got a call from Pat Lintner letting me know that he and Vickie were back at Fort Wilderness and we arranged to drive over to visit them late next week.  We made plans yesterday to visit Al Hesselbart on Saturday at Breezy Oaks RV Park near Bushnell, Florida.  We will probably drive through “The Villages” enroute to Breezy Oaks and stop for a visit with Joe Cannarozzi (our bus mechanic) who is staying at The Villager RV Park in Wildwood just south of The Villages.  While we are down that way we will also check out the Escapees Park in Bushnell which is only a few miles from Breezy Oaks.

David and Marie came in the back entrance of Williston Crossings so we did not see them arrive.  A knock on our door around 4 PM announced that they were here.  We visited with David briefly and discussed dinner options.  They invited us over to their motorhome, a very nice 2000 Safari Sahara, for drinks and we enjoyed a glass of white wine and good conversation.  By 7:00 PM we were all hungry and headed over to the Driftwood.

The Driftwood is a small diner that is walking distance from the front entrance of the resort and the closest place to dine out.  David drove us over as it was dark and cold and would be darker and colder by the end of our meal.  The place looked like it was closed, but the illuminated “open” sign in the window suggested otherwise so we went there for dinner as planned.  This was our first trip to the Driftwood since we arrived in Williston.  Linda and I had salads and potatoes, hers baked and mine French fried (with lots of ketchup and Tabasco sauce).  The food was OK but our waitress was friendly and efficient.  We were all drinking coffee or tea and she was very attentive to keeping our cups refilled, which I appreciate and use as a marker of good waitservice.

By the time we finished dinner and returned to the resort clear skies revealed bright stars and radiational cooling had already lowered the temperature in to the upper 30’s.  With yet another sub-freezing night ahead we set the thermostats on the toe-kick heaters and settled in to watch the final episode of Shackleton on PBS, a documentary on the recreation of Ernest Shackleton’s epic journey in 1916 from Antarctica to South Georgia Island to reach the whaling station at Stromness and arrange the rescue of the 22 men left behind.  It was somehow fitting given the weather this January.

 

2014/01/18 (S) On Top Of The World

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Sure, there are days when we feel like we are “sitting” there—we are retired after all, have our health, and are in Florida for the winter at a nice RV resort—but today we were not sitting on top of the world.  Rather, we were at On Top Of The World for a one hour talk on “humanism and problem-solving” by Jennifer Hancock.

OTOTW is a large, upscale, planned retirement community just southwest of Ocala, Florida off FL-200.  We were at a retail/community plaza that included the sales office, a sizeable theater, coffee and ice cream shops, and a few other businesses including one named Master The Possibilities.  MTP is the education center for the complex and offers a wide menu of self-development experiences.

We were made aware of this presentation by John and Marian Hagan from our FMCA Freethinkers chapter and they also attended.  The presentation was sponsored by the newly formed Humanists of North Central Florida (HNCFL), which is affiliated with the American Humanist Association.

After the talk I had to take a phone call from our son.  He was checking the house and called to let us know that the battery on our backup sump pump was indicating that it needed to have water added.  I talked him through that and then the four of us headed to a nearby Panera to talk over food and coffee.  I think it was the first Panera we have been to since we left Michigan on December 19.

We stopped at the Publix supermarket on US-27 just west of Ocala to do our weekly food shopping and got back to the RV resort around 8:15 PM.  We had left at 11:00 AM to do some shopping before the lecture, so it had been a long day.  We were surprised that there wasn’t anyone at the fire pit, when Linda remembered that tonight was a dinner/dance at the resort.

I walked over to the fire pit and found the remnants of a fire still smoldering so I pushed the pieces back into a pile and the fire came back to life.  I spent over an hour tending the fire and enjoying the warmth against the chill of the night air.  A few people wandered by and stopped to chat briefly.  John (from Vermont) mentioned that his son, Matt, who uses a wheelchair, was a ham radio operator, but didn’t have any of his equipment with him.  I offered to lend him one of our Kenwood HT’s and have a QSO with him sometime if he wanted to do that.

I forgot to mention in yesterday’s post that we met Golda The Adventure Dog at the campfire on Friday night.  A very sweet and gentle animal, she is part Anatolian Sheppard and has her own Facebook page.

 

2014/01/03 (F) Power Dinner

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Linda went to the Publix grocery store in Gainesville yesterday, so we are well stocked for the next week or so.  We also learned last night from Donna and Michael Bartolomeo that there are several vegan restaurants in Gainesville as well as a vegan ice cream parlor / bakery / brewery and a vegan pizzeria.  While we don’t plan to eat out very often, having vegan dining options less than 20 miles away is a nice plus.  The Happy Cow website confirmed their addresses and menu selections.

The overnight low hit 35 degrees F, but that is not unexpected in this part of Florida in January.  We had closed up the rig before we went to bed and did not turn on any of the heaters (other than the refrigerator) so the temperature inside dropped to just under 60 degrees F; a bit nippy, but not uncomfortable.  The refrigerator is a compressor driven residential unit that exhausts heat out the bottom front into the kitchen/dining area.  In warmer weather (no rain) we usually have the ceiling vent open and the exhaust fan running to pull that warm air out of the coach.  But in colder weather the vents are closed and the heat from the fridge helps keep the coach from getting too cold.

We lost power to the coach around 11:15 AM, but only for a few minutes.  The inverter kicked in immediately and did what it is supposed to do.  The microwave clock did not lose its time and the UPS that powers the NAS kept it double protected.  The power was restored before I could go investigate what had happened.  When I checked later there was no code set in our Progressive Industries EMS, indicating that we had simply lost power and then had it restored, which clears any previous error codes.

The View From Our Coach on Site 439 at WCRVR.

The View From Our Coach on Site 439 at Williston Crossings RV Resort.

After her morning walk Linda worked on her needlepoint while the light was good and I took care of e-mail, finished up the blog post for yesterday, and started working on the Arcadia Rally article for BCM.  I had an e-mail from BCM publisher Gary Hall indicating that they planned to bump the rally article to the March 2014 issue, so that gave me a little breathing room in terms of getting it done.  Gary also sent me the January 2014 special edition they produced for the FMCA Great Lakes Area Motor Coach Association (GLAMA).  This issue has an extensive article that I wrote on the September 2013 GLAMARAMA rally.  GLAMA is going to include the entire issue in their next newsletter, which will go out to somewhere between 10,000 and 15,000 members.

Tonight was one of the scheduled fire pit nights at the resort.  The fire pit is only 100 feet from our site so we checked it out.  It‘s under cover and surrounded by large rocking chairs and a couple of benches.  We often enjoyed campfires when tent camping, but have not made very many since we started RVing in 2005.  We were planning on going when I got a call from Michael Bartolomeo inviting us to their motorhome for dinner.

Michael indicated that it had been a strange night and that’s when we found out that the whole north section of the park had lost power overnight.  Apparently the short power outage we experienced this morning was connected with the restoration of power to the north section.  We stopped by the office later and inquired as to what had happened.  Sometime the night before someone ran into a utility pole (outside the park) and took out power to half the city of Williston including the north section of the RV resort.  When utility crews finally repaired the damage and restored power, the transformer that feeds the southern half of the northern section failed.  A replacement had to be brought in from some distance away, and residents in that part of the resort were without power for about 18 hours.

Donna and Michael had been without power overnight and when they got it back their furnace decided not to work.  Michael was able to locate a loose connection and tighten it this morning which brought the furnace back to life, but they had a chilly night in their rig.  They had us over for dinner nonetheless and it was wonderful.  We had pistachios (in the shell) for an appetizer, butternut squash soup with fresh apple slices and croutons, and whole bean burritos with guacamole, spicy salsa, and steamed kale.  They served dark chocolate covered almonds for dessert and we drank Pinot Grigio to wash it all down as we continued our conversation from the night before.  No pictures yet, however, as we have not crossed paths with them during the day when I also had my camera with me.