That is kind of petty, I know from my experience in the past with driving, lets say non fleet trucks, for instance like when I drove for the local lumber yard, often times I did repairs myself, especially wiring, because for some darned reason mechanics, or even the shops they took the trucks to could not get it right. Even before that job, straight out of high school, I took a job in a recycling plant, that 16 trucks and trailers, I eventually became night shift foreman, those 2 drunk mechanics would give the drivers a hard time about repairing wiring, and making the lights work correctly. After my 3:30-12 shift was done, I usually had another gig at midnight had to run 50 miles north, pick up a full trailer, bring an empty for that drivers out of town route, imperative the lights work correctly! While at the lumber yard, I drove an '81 long frame R model mack, 300+ w 9 speed, nice tractor, but I am not sure what happened, they undercoated the terminal block on the firewall, and the drunk that ran the brand new truss trailer before I got it, a Dump D Matic from Texas, decided it needed its wiring fixed. Never saw so many alcoholics on the job like back then. I was on the return trip from Manchester VT at night and all the lights went out, desolate area, no cell phones in those days, only thing I could do was tape the courtesy spring loaded high beam switch to the on position on top of the dash, I did high beam everyone all the way home, no trailer lights though. Next day I took care of all of it and that was that, spent the day testing, checking and repairing, making good connections, lights worked fine afterward, I like doing wiring anyway, usually easy, unless you have a pesky ground or some hard to find problem. It was easier to do it myself, got done right, and I did not have to trust someone elses work while on the road. Drivers used to be capable of emergency repairs like these. That trailer was telescopic, long air lines coiled up, one bulged out and blew, saw it in the mirror, no problem got it stopped, made the repair so as to get back home empty, same with a brake can, bypassed that, we used to try and be helpful, get the truck back in, avoid a road call, but not jeopardize safety if it was worse. I ran a 72 autocar with a 335 cummins/ 13 spd, and one of the ranges went out, leaking air, I had a D8K on the heavy rogers trailer, headed to the Cat dealer, scary ride, but I did not use that range, held air, watched the gauge carefully, made the call once I got there, mechanic scavenged the part off the sister truck in the yard, came down, other truck was almost the same set up, he repaired it in the cat dealers yard, and I was able to complete moving the other 2 D8's, that one I could not do, but another driver could have, would prefer the mechanic to do all of this, but sometimes it falls back to if you want something done correctly do it yourself.
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Today's Featured Article - Third Brush Generators - by Chris Pratt. While I love straightening sheet metal, cleaning, and painting old tractors, I use every excuse to avoid working on the on the electrics. I find the whole process sheer mystery. I have picked up and attempted to read every auto and farm electrics book with no improvement in the situation. They all seem to start with a chapter entitled "Theory of Electricity". After a few paragraphs I usually close the book and go back to banging out dents. A good friend and I were recently discussing our tractor electrical systems when he stated "I figure it all comes back to applying Ohms Law". At this point
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