I understand that, Andre, but I would never leave the pit with a leaky equalizing reservoir, especially on CCP/IC. I can understand one developing a leak enroute, because of the O ring rubber seals.
On Santa Fe, they indoctrinated us on ways to "get'em over the road" in unforeseen situations. I was firing for an engineer who changed the glass bowls in an EMD fuel line once, because the main one broke and the bypass one wasn't doing anything. An RFE once told me that I had earned my keep for my entire career for some steps I took as a "useless" fireman to preserve the diesel engine on a dead unit in sub-sub-sub-zero cold weather. The roundhouse foreman was mad because I couldn't save the air compressor, too, after the handle on the drain cock broke off in my hand. My answer? "Why are you picking on me? The company position is that I'm just dead weight around here!" He just shrugged his shoulders and walked away. That was the second time I saved a pound of bacon. The other time was before I was even promoted to an engineer. I earned the everlasting gratitude of the engineer I was firing for on that one! You're right, we better get back to saving S scale. DCC, anyone? Bob Nicholson ________________________________________________ --- In [email protected], "Andre Ming" <laming@...> wrote: > > Hi Bob! > > You said: > > "12lbs. trainline/ER leakage in a minute? How did that guy ever get out of > the terminal or move a train enroute with that, " > > Because "technically" the locomotive's EQ passes the requirements for a leak > test: 5 lbs or less in 1 minute. (Leak testing a brake valve's EQ is > essentially the same as testing the train brake pipe leakage as per a Class 1 > Air Test.) > > The problem is when you put the two together: A train brake pipe (that ALWAYS > has a minimal amount of leakage) with an EQ that won't maintain. The only > time the leaking EQ is a problem is when air is drawn off the brake pipe for > a set, (so the recharge systems are now closed off), and the maintaining > feature of the brake valve system kicks in to maintain that brake pipe > pressure. (Remember those non-maintaining brake valves we USED to use? i.e. > the 6 series???) Anyway, THAT is where a leaking EQ will get'cha. > Otherwise, when the brakes are in the released state, the air pumps and > regulating valve can do their things and keep the line charged at 90lb PSI. > > However, I'm sure you already knew this so I reckon' I'm preachin' to the > choir again. :-) > > FWIW, I think that engineer will have that same foul engine as a northbound > lead tonight when he goes to work the night shift job. (Will its 92 Day FRA > inspection date EVER get here????) > > Yup, you're right. We'd better close out this off-topic discussion and return > to saving the S scale hobby. > > Andre > > ----- Original Message ----- > From: shabbona_rr > To: [email protected] > Sent: Monday, December 05, 2011 3:54 PM > Subject: Re: {S-Scale List} Moderling Earlier Eras in S > > > Andre: > > 26C's are what we had on the majority of Santa Fe locomotives. CCP engines > (ex-IC/ICG for the most part) had the 26L's and for good reason! They were > not equipped with operative dynamic brakes. Using the PASS position was > supposedly "against the rules", of course. > > especially with all the expert "coulda' done, woulda' done, shoulda done" > laying in the weeds just waiting for someone to stub their toe? > > I suppose we better get back to arguing modern versus period S scale > railroading before someone accuses us of going off-topic, etc. > > Bob Nicholson > > --- In [email protected], "Andre Ming" <laming@> wrote: > > > > Hi Bob! > > > > Yup, the PASS setting also works great for a leaking EQ if you have a 26L > brake valve. You're poop outta' luck with a 26C valve. (2 positions: In/Out.) > > > > In fact, I know of an engineer (know him very well, in fact) that just > the other day had a 4,000 ton train, and the lead locomotive in his consist > had a 26C with an EQ that leaked and thus wouldn't maintain. With a train > behind the consist (and all the air leaks that accompany a train), once a > minimum reduction was made (about 6 lbs), it would draw on down to 12 lbs in > less than a minute, and keep on drawing off your air. Of course, left > unabated, you will be stopped within another minute. That's a prescription > for disaster. Anyway, this engineer I know very well said "to heck with > this" and used the Regulating Valve to safely bring them down the hill to a > drawbridge (in the up position) on a river. > > > > > > ----- Original Message ----- > > From: shabbona_rr > > To: [email protected] > > Sent: Monday, December 05, 2011 5:09 AM > > Subject: Re: {S-Scale List} Moderling Earlier Eras in S > > > > > > Andre: > > > > Judicious use of the regulating valve will prevent that from happening. > I remember a story about a railroad that wanted to fire an engineer for > descending maountain grades by using the regulating valve to maintain brake > pipe pressure with K-type brakes. > > > > They got all set up for a ring-a-ding-ding kangaroo court, and even had > a representative from the air brake manufacturer to drive the final nail in > their case against the engineer. His testimony wasn't exactly what they > wanted to hear. > > > > He testified that the engineer had better use the regulating valve, > unless the railroad wanted a pile of scrap at the bottom of the mountain. > Case closed! > > > > Bob Nicholson _________________________________________ > > > > PS - the "passenger" setting on #26 brake valves serves the same > purpose. That's how we got down the hills with no dynamic brakes > > ________________________________________________________________ > > > > --- In [email protected], "Andre Ming" <laming@> wrote: > > > > > > Gotta' be careful though when decending heavy grades (as on my V > scale Colorado Midland route)... or you can... umm... uhh... "potty" away > your air and away you go! (Ahhhgggghh!!!! LOOK OUT BELOW!!!) > > > > > > Fun is where you find it! > > > > > > Andre Ming > > > > > > > > > > > > [Non-text portions of this message have been removed] > > > > > > > > > > > > > ------------------------------------ > > > > Yahoo! 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