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Old 07-11-2004, 01:24 PM   #71
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They are insured.

That's not the problem.

Henschen, you or I cannot tell a freight company "how to run their business."

They will "ALWAYS" refuse or deny a claim that's several days old, let alone several weeks.

It is up to the receiver, to "note any damage, at the time of receipt."

This is true for UPS, Fedex, Airborne, DHL, and all motor freight carriers, even our Postal Service.

This being the case, why do you feel it's Henschens or Inland RV's fault?

Neither of us can be responsible, for the damage, or for not reporting it immediately.

We have both suggested before, if you have any doubt, then make an exception when you sign for the shipment, AND, inspect it "NOW."

Furthermore, why do you feel that it's up to Henschen or Inland RV, to train and inform an Airstream owner about every little detail, regarding shipments?

Just plain common sense stops the problem from ever occurring in the first place.

And finally, we, the American people, have created this monster, and now we can all live with it. Fair, by no means. But try and change it.

As a final note, we were just in small claims court with Airborne Express. The problem, simple enough, was they would not pay for some claims, even though it was insured for the correct value.

They wanted to pay the "cost" and not the selling price. They could not define cost, correctly. They said, it has nothing to do with "overhead." Really!!! Any CPA would differ. Additionally, they said, just because you insure it for the selling price, does not mean that they have to pay that.

WRONG.

The judge threw the book at them. He stated that if the invoice selling price was fair and reasonable, and insured for that amount, then should it be damaged beyond repair, then Airborne Express "WILL" pay that amount, period.

Did Airborne like it, heck no, but they have issued a check, "in full," to satisfy the judgement.

Now the judge has set a precedent, at least in California. Perhaps the same applies in other states as well.

Andy
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Old 07-16-2004, 03:17 PM   #72
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Getting back to axles!

This shows how an axle typically attaches to the frame, in case some of you are wondering.
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Old 07-16-2004, 03:20 PM   #73
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This shows the torsion arm, brake backing pplate and shock mounts on my 1963 Overlander axles.
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Old 07-16-2004, 04:19 PM   #74
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Kinda of a dumb questions - have to admit I've never looked - do all four wheels have brakes?

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Old 07-16-2004, 05:01 PM   #75
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If they didn't on your tandem trailers, you might not be here to ask the question.

Back then, when, one axle had hydraulic brakes and the other had electric brakes.

Everything since 1959, I think, is all electric.

Each wheel must have brakes.

However, for a short time, Airstream used 4 brakes on some of the 34 foot trailers. Not good.

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Old 07-16-2004, 05:21 PM   #76
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Thanks - I did notice on my 58 one axle was hydraulic and one electric - I just figured the electric was an add on - never have looked on the 75.

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Old 07-16-2004, 05:29 PM   #77
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Quote:
Originally Posted by Ken J
Kinda of a dumb questions - have to admit I've never looked - do all four wheels have brakes?

Ken
Ken, this one has 2 electric brakes, and 2 hydraulic brakes.
It is a 1963, twin axle Overlander
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Old 07-16-2004, 05:34 PM   #78
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Hmmm, you can have both on the same hub? Or do you mean 2 hubs are elec - on one axle and 2 hubs have hydraulic - on the other axle

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Old 07-16-2004, 07:31 PM   #79
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Quote:
Originally Posted by Ken J
Hmmm, you can have both on the same hub? Or do you mean 2 hubs are elec - on one axle and 2 hubs have hydraulic - on the other axle

Ken
Not on the same hub.
One electric brake axle, ( the front one) and one hydraulic brake axle. God only knows why.
I am shopping for a cool hydraulic disc brake setup, actually, like the thread originator. I think that electric brakes are ok, but not great.
I am hoping that I can find a nice electric over hydraulic actuator that works with a Jordan brake controller. But it will be a while before I should even think about brakes.
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Old 07-16-2004, 09:42 PM   #80
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Quote:
Originally Posted by uwe
Not on the same hub.
One electric brake axle, ( the front one) and one hydraulic brake axle. God only knows why.
I am shopping for a cool hydraulic disc brake setup, actually, like the thread originator. I think that electric brakes are ok, but not great.
I am hoping that I can find a nice electric over hydraulic actuator that works with a Jordan brake controller. But it will be a while before I should even think about brakes.
My '64 Overlander International also only had electric brakes on one of its two axles. One of the documents included with the coach when I purchased it was an invoice from when electric brakes were added to the second axle in the late 1960s.

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Old 07-16-2004, 10:19 PM   #81
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Uwe,

I know that there is a manufacturer that is making hydraulic disc's systems that are bolt on to the henchen axles. The hydraulic pressure system is tongue mounted and runs off a standard brake controller. It does not require a vacuum source.

I don't know if you are upgrading the axles then you can use this system. They may be making the same thing for a straight axle. Kodiak is the manufacturer. They make them for BIG boat trailers too.
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Old 07-17-2004, 12:38 AM   #82
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I've serched for these on an earlier post of yours. I will revisit this once the axles are on the agenda. Boy - it would be so easy to do right now.
I've seen the systems that are available. It just makes sense to me to investigate, at least. I can see balancing problems all but eliminated, due to the substantially lower rotating mass of the brake rotors. Airstream should consider this at least for an option, being a high end manufacturer.
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Old 07-17-2004, 12:50 AM   #83
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Quote:
Originally Posted by overlander64
My '64 Overlander International also only had electric brakes on one of its two axles. One of the documents included with the coach when I purchased it was an invoice from when electric brakes were added to the second axle in the late 1960s.

Kevin
Kevin,
Inquiring minds want to know what gives with the dual brake system idea?
How did the hydraulic end of it work? What was the idea behind it?
The hydraulic "thing" I removed from the tongue must have weighed 20lbs, at least, and it looked like a large part was missing.
I think it would be nice to have a hydraulic brake system that can be locked in place while camping, eliminating the need for wheel chocks. Maybe the 1963 Hydraulic system was designed for this, as it did have a large lever device on the cylinder that was welded to the tongue.
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Old 07-17-2004, 07:52 AM   #84
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Greetings Uwe!

Quote:
Originally Posted by uwe
Kevin,
Inquiring minds want to know what gives with the dual brake system idea?
How did the hydraulic end of it work? What was the idea behind it?
The hydraulic "thing" I removed from the tongue must have weighed 20lbs, at least, and it looked like a large part was missing.
I think it would be nice to have a hydraulic brake system that can be locked in place while camping, eliminating the need for wheel chocks. Maybe the 1963 Hydraulic system was designed for this, as it did have a large lever device on the cylinder that was welded to the tongue.
I don't have a great deal of information on the system, and in fact it wasn't mentioned in my '64 Owners' Manual. Knowing that my coach's original owners had been WBCCI members for a number of years prior to special ordering the Overlander, they may have specified the "earlier" braking arrangement to match what they had on the 1957 coach that was traded on the '64. I have heard so many explanations for the hydraulic/electric setup that I hesitate to even develop a hypothesis. I can't imagine the complexities and unusual braking issues that it would create to have both systems operating at the same time while towing - - the explanation that I heard most often that made some sense wat that the hydraulic system was primarily a parking brake (this always seemed like a large expense for the convenince). The other explanation that I heard was that the hydraulics were of the "surge" type and were for use when the trailer was being towed with a vehicle that didn't have a brake controller (and while never mentioned, I assumed that there was a method for disabling the surge brakes when the coach was towed with a vehicle having an electric brake controller). Since the system had been removed from my coach long before I acquired it and the first owners' never really said much about having the conversion done, I don't really have any first-hand information.

I believe that the invoice for adding electric brakes to the second axle was dated arond 1968 (the records are stored 400 miles from where I am at this time). This would have been about the time that the couple who owned my coach traded tow vehicles and purchased a new Mercury to handle the towing chores. I don't know, but do suspect that the switch of tow vehicles had something to do with the addition of electric brakes to the second axle.

Kevin
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