Quote Originally Posted by Jon Wehrenberg View Post
Their system duplicates and runs in parallel with the bus braking system. Other braking systems just tap into the relay valve. The fact that Bruce was able to maintain sufficient air pressure shows they are maintaining the integrity of the original braking system.

Don't overlook the fact that Prevost JAX had its hands in this also. To have a relay valve hanging by its air lines suggests to me that both parties have an equal share in failing to create a more substantial installation. I think it could be argued that it was the falling relay valve and its likely contact with a driveshaft that caused the broken fitting this time. I see the failure to adequately secure the valve as the source of this round of problems.

Based on that opinion which can be completely wrong, I suggest everybody with the braking system get it inspected to insure the valves are properly secured and if it were my coach I would add shutoff valves where the Air Force One system attaches to the coach should there still be problems with that system.
Good morning Jon,

It is a bit ironic that when I first had this problem back in April just after it was installed Prevost Jacksonville sort of scratched their heads when they saw the valve dangling down. They were not impressed by the device or the install, but more as a favor to me than anything else they repaired the broken fitting and placed the valve further away from the top of the drive shaft.

Prevost Jacksonville did not re-engineer the install or even give it much time or thought as it was not part of their planned service program.

I should have demanded that Air Force One have the entire install redone and certified that it would not or could not happen again. Frankly AFO should have done this on their own.

My bus is not designed differently than others, but for some reason has been having this problem.

The only possible difference ( I would love to hear from others who have the install) is that I have been out on the road non stop since the install traveling running up miles and ending up in all sorts of places. This is no excuse but might help better understand why the install is not robust enough to standup to the rest of the Prevost systems.

Its also possible that this one install was done differently, and the tank and valve were placed in the wrong place, too close to the drive shaft and the drive shaft well.

Today I plan on making a close examination of the failure and decide on a fix before heading back up to Prevost for repairs. I will report on my findings.