Rob

Without car keys, (I hope).Rob

I always liked: "Flush twice, it's a long way to the kitchen". Rob

Only two that matter, and they both belong to me, LOL. Rob

Always suspected you a reasonable man. Actually pyrometers used in motor vehicles are of a type "K" thermocouple. They will use a wire that is coded red, and yellow, (two wires). The resolution of the gauge is not precise enough that you cannot take a pyrometer gauge from one truck and use it in another and have enough innaccuracy to be obvious. Thermocouple wiring is cut to near an exact length by the oem manufactures as to not allow for field adjustments by the end user(s). It is less expensive to market the assembly as a whole that way. If you use a five ft. length of type "K" thermocouple wire and run this from your actual thermocouple terminals to the terminals on the indicator, coiling the excess wire in about a four inch coil and securing to a part of the cab, or dash you will be fine. I use various thermocouples daily for calibration of equipment. With the resolution provided by the pyrometers used in automotive applications, noticable innaccuracies would not be noted until about 200 ft. of wire was incorporated into the circuit. All wire has internal electrical resistance by nature. It is this resistance that causes different deflection of a meter circuit according to wire, or meter lead length. The manufacturers adjust their instruments for a calibrated length of meter leads and sell the complete package accordingly. Field adjustable pyrometers have a calibration resistor built in that is adjusted by an external tool against a calibrated heat source. I'll shut up now as I don't want to give the impression I know anything about this. I prefer knowing nothing. It's easier that way. Rob

I'm not familiar with the cab construction of a "CH" series as it is much newer than most large trucks I was accustomed to working with. Deleting jambs, or masking would depend on lines, visual appeal, base color etc. I've seen repaints when the jambs were skipped and they could be seen when the door was closed. Doesn't look good or professional, (my opinion). I always found it best to do a good job or leave it be as the reputation, and repeat patronage was important to me. Rob

Yeah, but to be honest most folks don't pay between $5000.00, and $6500.00 for a "casual" complete repaint . Typically there is some collision damage involved in the process and insurance companies offset the cost. I don't tape anything off unless it's either impossible to remove without damage, or would require a secondary operation, (more work=greater cost). As you know it gets expensive real quick to work on large trucks. Rob

Yup, usually the VASI, REIL, MALS, MALSR systems are remote radio controlled depending on airport operating proceedure. Glide slope and localizers usually are not pilot selectable. The taxiway lamps and runway edge lighting is provided by the airport authorities. Three clicks brings on low intensity, five clicks medium, seven clicks high intensity through your voice microphone. Usually works well but needs calibration to ensure they work that way. Rob

That is why we have enjoyed my "extended stay" whenever I visit. Rob

Am I not the only one that sees a problem here??? 359 is Peterbilt symbology. Man, having anything on a Mack that can be equated to a Pete is like having a HEX on your ass. Rob

I leech from public funding and trust calling it a paycheck every other Tuesday. Worked pretty good for a bit over 25 years now. Actually I work for the Federal Aviation Admin. (FAA) doing maintenance and repairs on navigational radars and guidance equipment(s), airport landing lights, standby power generation systems, HVAC systems, and remote radio controls of many of the aforementioned items, Finding that to not be fullfilling, I started an auto body shop in April, 1992. This I ran till July 1, 2007 placing the business on hiatus as it had served it's purpose of funding college educations for my wife, (Momma), son, and daughter. It was also becoming a grind. I still have the property, and everything in place to ramp up again; just not the motivation at this time. I suspect I'm just too old and fat to want to work all the time any longer. It's a dull, boring life I live, but somebody's got to do it. Rob

I don't work in weather related radars although I have some processing capability in that arena. The commercial power bumps are what take equipment out, along with age of the equipment, and service life near three times design criteria. Sorry, but am of no help in hurricane season predictions. Rob

Here I sit all broken hearted, first my radar shit, then it farted. Now I'm stuck working on it, rather than trucks I've started. See, I'm a poet and didn't know it. Rob

That truck is the third and final RL755LST built. Mine is the second and sole survivor of the trio. It is numerically 487 numbers back from mine and to the best of my research a 1980, or 1981 model. The original owner's name was Bob Eckstein from the Chicago area. He quit trucking when his invention, (the truck APU) took off. From my understanding that truck had the 1693TA Caterpillar engine, 13 speed Fuller transmission, with 3.87 Mack rears on Neway air ride. As supplied new it had a "Rest Rite" brand 36" sleeper and was upgraded to a "Double Eagle" brand at a later time. Rob

Do you know the story/history of the truck in the photo? Rob

Damn!! I'm shocked!! Looks just like me!!! Spittin image I must say. Really nice to meet you about 800 miles west of our original meeting point. I did eat the BBQ and ribs this afternoon for lunch. If you was here I'd surely have you makin more cause they was damned good. I'll assume you made it back alright now that you're posting again; and with all Pete jokes aside, "that's a good thing". Rob

It's a 1974 RL797LST. Engine is an ENDT866B (with Dynatard), 10 speed Mack transmission, Rockwell SQHD rears with 4.11 ratio, on Reyco 101 series four spring rear suspension. Also has wedge brakes at all corners that work well. It was a California transfer dump truck all of it's working life. Plans are not clear for this one as of yet. Rob

I couldn't tell you as I "surf" several websites daily. I do know I've seen those photos elsewhere and they are not new. Rob

You can install most any cab onto the chassis. About the only real differences are placement of holes in the firewall due to different heating units that were installed through the years. Of course if you install a "loaded" cab, this will not apply as everything will be in place. I have an 86 cab on a 77 truck, and a late 70's cab on a 74 truck. You really cannot tell the difference between the cabs once the holes are drilled and or closed when swapping. Rob

I've seen it advertised elsewhere. Rob

I'm not planning to use two R14 valves but rather an R12 for controlling the service brakes and the R14 for the spring brakes. This will eliminate the SR1 valve from the circuit. Rob

From Reuters news service: http://www.reuters.com/article/marketsNews/idUSN2514063220100725

I don't have any trucks that are finished as far as restoration(s) so no photos of anything where it will be. Have a lot of projects torn down and into. There is reasoning behind each one that we can talk about later. Here are some older photos: I do make a bit of progress most nights on something, and it's not like I can't find something to do. Rob

I'm quite sure you are right. My newest truck is a 1978 and they all have the repairable type end on them. Rob

I'd say average condition from a low of $3500, to $5000 needing minor work to be usable. Of couse there are some gold plated ones out there the owners want far too much for. All three of my 700 series trucks have the cabs raised higher than a standard 700. This is the primary reason I like them. A lot of 600's and 700 have the cab right down onto the frame and the truck looks less menacing, or aggressive in appearance. Rob

The type truck you are seeking is out there, but as you say, "expensive". Those V8 engines are getting very expensive and hard to acquire parts for. I have a couple V8 R700 series trucks and I like the exhaust note from the stacks. Never had needed to purchase parts for any but they are the older two valve engines and hard parts are basically obsolete from all suppliers. Sad too for as many years they were in production. Rob