1961 Seeburg AY100U Jukebox Restoration (Part 72 of 87).

[@whoolph]

You sure have taken on a challenge here John . . . you will get it, you are the patient man . . . Rog

[@Lee-NN7X]

John.. I think the biggest lesson I'm learning from these videos is "Persistence"... You really know how to stay after it. Thanks for all your hard work and hair pulling.

[@joernone]

Lee, Because no matter how you shake it out...it's still just a hobby that's supposed to be fun. I'm having a good time with this one. Regards, John

[@HD7100]

That juke is definitely a challenge. I enjoy watching the progress you are making. It might be frustrating but you are at least sticking to it. Gary

[@TheOpenAirGarage]

Darn Murphy is at it again. Your patience will pay off. Keep at it.

[@harryhall5092]

John, looks like the clutch is still not engaging right, even though you have added oil to the clutch shaft itself the yoke that lifts it up and down may have a dry shaft where it goes through the mech casting and the clutch is limited to full movement. I've had several of these that were stiff and you have to take the jesus clip off and oil the shit out of it and work it back and forth with a screw driver. These can give you a fit and you'll swear that he clutch is all right. It is hard to get oil down to the shaft to loosen it, this may be your problem I had one a while back and it would bring the record out and just put it back, The clutch may not be going all the way up or down on the shaft to engage the pins in transfer or scan and the detent can't lock the carriage.

[@joernone]

Harry, I think you're right, my friend. Tomorrow I'm removing that clutch and soaking it in moonshine. That stuff loosens up everything. LOL Then I'll check that shaft. It's interesting that I've been thinking the same thing. Thanks again. Regards, John

[@Jamesnov1970]

Yes it sounds like you are on the right track

[@samiam5557]

You'll figure it all out, I still have faith in ya! Can't wait to see it playing 45s.

[@joernone]

I sure hope so, Sam. I'm of course not about to give up. Regards, John

[@rgigliotti7576]

sounds like the clutch isn't shifting reliably. One of the videos talks about making sure the clutch mech is to be well oiled or it will stick some times making the clicking . Hope this helps, RJ

[@joernone]

Guess you're popping in late to the series. The clutch was removed, cleaned, greased and oiled way back in the beginning, but there could be an area I missed, but don't think so. We'll find out tomorrow because it's being removed again for another inspection. Regards, John

[@AMStationEngineer]

John, for what it's worth... In '83, I had been at Boeing for just about one year, and was a 'wet behind the ears, snot-nosed college-boy engineer'. I was introduced to a 70-something engineer who designed the first pressurization systems which were used on Douglas Corporation passenger aircraft. We were laying out the procedures for upgrading "analog avionics to analog-to-digital conversion avionics", with the intent that the next generation of avionics will be "purely digital, logic-intuitive, directly interactive avionics". Believe it or not, many, and I mean MANY of the control and communications systems which are used on today's commercial aircraft required at least two 'complete rethinks', because we did not know a method capable of "converting mechanical communications to-and-from the cockpit, into electronic, even analog electronic communications". It was a bitch, and a damned-expensive bitch, which cost Boeing, Grumman, McDonnell-Douglas, Lockheed, Chance Vought, Fairchild, Sikorsky, Bombardier, Cessna, Gulfstream, Lear, Bell, Vertol, Piper, and every one else (in North America) who manufactured anything capable of carrying "for revenue passengers, or cargo" dump-truck loads of cash. The world was losing far too many aircraft, and far too many lives, due to avionics systems which were too antiquated to deal with the increased demand for air travel (both actual and forecast). I'm convinced that the avionics redesigns which took place during the '80s and '90s are directly responsible, when combined with advanced training, Crew Resource Management, and Sterile Cockpit requirements, for the increase in aviation safety we've seen over the last two decades. What I'm leading up to is this: during that initial "mechanical, to analog electronic redesign" stage, which took place during the early 1980's, we learned that there was something referred to as "the principal of mechanical logic"; an early annunciator panel may be a good example of this principal. Once mechanics reaches a certain degree of complexity, logic becomes an inherent part of the design. Nigel Cardill, the engineer of whom I spoke, made me aware that complex mechanics don't just have a "go, or no-go" state, there is a state in which the mechanical alignment of every subsystem can be within tolerance, however, the unit as a whole will not properly function. Some subsystems may need to be at one end of the tolerance, while still another needs to be at the exact opposite end of its design tolerance. Being in the center of a stated tolerance, while in theory, is a good thing, at times, that device may function better at an extreme side of its adjustment curve. In essence, something which is as complex as the selection system of this Seeburg, may require a "more seasoned feel". It would be honorable to trade your electronics "prowess", and repair an amplifier for someone else, who has these mechanical's down-pat, but can't seem to handle anything electronics related, much-past swapping out one tube for another.

[@gordoncole6989]

Hi John, Looks like old Murphy is having a field day there my friend! Bit of an old SNAFU there I would say LoL!

[@joernone]

Gordon, Of late, Murphy and I have been becoming real close. LOL Regards, John

[@skycarl]

John,,, for what it's worth,, when I watch videos where someone is talking like there's lightning in their butt,,, I go to the settings button and go to speed and slow those puppies down to about .75 speed. They may sound drunk but at least I can keep up with what they are saying lol.

[@joernone]

Carl, It's always better for one to speak to the level of the audience. Many KZbinrs forget that basic rule. Regards, John

[@mikedevita7184]

Like the Spider-Man curtains

[@joernone]

Thanks, Mike. Wifey bought them especially for my new shop. Regards, John

[@WaybackTECH]

Seems like the clutch is just crap for some reason. I mean it seems like things work fine until the clutch starts "clicking" which I would think means it is slipping and not engaging for some reason. Maybe that is due to a jam somewhere else in the mechanism but it acts like the clutch is slipping and does not have enough grip to run everything that is being driven off of it, so when the stress levels get to a certain point, like a lot of us, it just clocks out and says to hell with this :)

[@old64goat]

YUCK, cold coffee, I agree nasty. I am surprised you have not given up on this, I would...LOL I will say John you have more patience the I ever had in my life. I may not win that prize after all because this will go past part 85 that I predicted....LOL

[@joernone]

Bill, Cold coffee...any port in a storm, my friend. And I actually have more curiosity than patience. I want to know what's going on with this critter and just what it'll take to make it play. Regards, John

[@mathewbailey6718]

If anything done doesn't take care of the clutch issues then as a last resort,is to get another clutch. All Seeburg 45rpm clutches are interchangeable,M100B to SMC3,100-79M,Video Music Center,known as VMC for short & all Seeburg 45 rpm Library Units.

[@Buzz1151]

Time to send Brendan a Greyhound bus ticket, so he can come and fix it.

[@joernone]

Buzz, No need to go that far...I've got it right where I want it. Regards, John

[@whiterabbit201]

I just saw that record drum thinggy change direction/rotation when the carriage changed direction at the 8min mark. FYI.

[@mathewbailey6718]

I have a suggestion-Take the clutch off & turn the camshaft by hand,otherwise,with the clutch on,you can't turn the camshaft by hand. The reason I'm asking you to do this is so you can turn the camshaft by hand in order to check if the tone arm cradle moves. Don't turn the camshaft by hand with the clutch installed,otherwise you will strip or break the teeth on the small fiber gear that turns the camshaft that meshes with the worm on the clutch.

[@joernone]

Mathew, I use the motor coupling to turn the cam shaft. It's what the manual calls for. Regards, John

[@umajunkcollector]

Have you tried selecting the B side of a record? Maybe that thing will move over in B side mode?

[@joernone]

Don, I've selected every button on this critter...to no avail. Regards, John

[@mathewbailey6718]

Forgat about the motor coupling method of turning the camshaft.

[@the1tedunderhill]

Could it be one of the many adjustments yet to be done is having an effect?

[@joernone]

Very possible, my friend, but unless the clutch is consistently working properly there's really no use in messing with all the remaining screws. I'd mess it up worse than it is. Regards, John

[@the1tedunderhill]

Yep, with a mechanism that complex, doing adjustments out of sequence would be like shooting in the dark. Looking forward to the next video, as always.

[@jp040759]

I noticed at 6:35 the motor rotates a few degree's when it changes directions. Is that normal? Is the slop in the motor mounts adding to your alignment issues? Just a thought. I shipped you a case of Tylenol. I think you are in need of some at this point. LOL. Keep chuggin John. The more time with it the better you will understand it.

[@harryhall5092]

I noticed a delay when it reversed at the ends, but never saw the motor. I have had these with the rubber rings loose on the motor. Good observation, these may be loose and John needs to check them!!

[@jakedaniel66]

Yeah, might as well change those motor mounts, the little rubber bumper that sits below the motor, the motor coupler, and the flywheel grommets while you've got everything out in the open like that. All those parts are rubber and are probably all dried out and cracked up after all this time.

[@harryhall5092]

Definitely all the rubber around the motor!

[@dynamic881964]

Perhaps that sucker is haunted by some evil spirit of a past bar patron ? Might be time for an excorcism ? Just a thought.... I too am sure you will solve it whatever it is, and however long it takes ! All the best to you n your's D in Mich.

[@MsBadders]

😃

[@jesse2375]

Abadababada. That's all folks!!!!!

[@joernone]

No so, Ray. Never say die, my friend. Regards, John

[@Trainwreck144]

I recall an old rule; "Never lubricate solenoid plungers". Well, if I'm the only one that's heard that one .... nevermind.

[@joernone]

Who lubricated the solenoid plungers? Regards, John

[@fuzzwack1]

I think your juke box is a female!! Just being diffcult like my wife!! LOL! Good Luck!

[@starcarrier1874]

John it seems like the clutch isn't engaging properly. Note when it stalls it tries to creep, as though a spring isn't providing enough pressure to maintain engagement. That may account for the ability to freely push it along the rack. It strikes me as a mechanical issue in the clutch shaft. Just a hunch, don't breakout the oxy-acetylene torch! Step away from it for a minute and clear your mind.

[@joernone]

My mind is always clear...except when wifey is making the evaluation. LOL Regards, John

[@THOMMGB]

John, I know you'll eventually get to the bottom of this. Maybe something basic and deep in the mechanism is out of alignment, or installed backwards? It will be solved. Is there anybody on the ARF that's into jukeboxes that could lend a hand? The ghost in the machine needs to be exorcised. Regards, Tom

[@joernone]

Tom, Exorcised. Now there's a thought. LOLOL Regards, John

[@seawest007]

I had to maintain close to 100 seeburg jukeboxes for a music company in santa cruz back in to 70's. Any thing from a stuck coin to a complete rebuild. On a rebuild a complete mechanical aliment must be done first. Then electoral testing next. You will be "dead in the water" working the electoral first, with a misaligned clutch mechanism. I watched your alignment videos, your procedure looked 100% correct. Buttt... Some part is broken or is not working right. You should never never never hear tit,tit,tit coming from the clutch. One tit maybe,.. two tit's no! Adjust or replace worn out clutch. A worn-out clutch can never be adjusted to work! A worn out clutch will keep popping out of gear with a tit tit tit sound. It is difficult if not at all possible to do record rack and cartage adjustment or anything else until the mechanism is lock down on the track with a few thousandth clearance going back and forth.

[@iamrichrocker]

John..have Wifey hide your sledgehammer...and you sound tired or that you are on the verge of getting sick...hang in there...

[@joernone]

Sick? Never happen, my friend. I'm always either good...or dead. There's no in between for me. Regards, John