MichaelE

Is that an older non-DCC ready locomotive?

I saw that over at Railways of Germany forum. Great video.

My pubs (or more correctly Bier Gartens) are not at the station, but just a short walk across from the station to let you wet your whistle.

I started with an HO Tyco set in 1972 I received for my 10th birthday. That was when I started to get more serious about model railroading as a hobby. My Great Uncle had purchased a Lionel steam locomotive set for me on my 2nd birthday and fixed the small oval of track to a 4x4 piece of plywood. I was of course too young to know anything about model railroading at that age, and it got set up as the base for the Christmas tree for another few years before moving to Germany when I was five. When we returned from Wiesbaden in late 1969 I played with the Lionel for a couple of more years until discovering the Sears Christmas catalog and seeing HO scale railroads in a box. That's what I knew I wanted for my 10th birthday.

Climb-out was certainly strange. The crew flew that thing like they were in a fighter squadron.

I don't really associate any one type of music with railroading, either full size or HO modeling. I do however listen to Antenne Bayern Schlagersahn while running my German DB HO railroad. Usually tipping back a good German lager whilst doing so.

The USAF C-9 (McDonnell Douglas DC-9-30) Medical Transport also had rear facing seats. Certainly strange the first time you fly backwards.

I won't use Paypal for an overseas purchase. Credit card only. I'm protected against loss or non-delivery with fast refunds. I did have to use that feature once earlier this year and my entire purchase with shipping was refunded for over $700.

I don't often do this because they are hard to keep an eye on all at the same time, but I have run up to five DCC sound locomotives at the same time on my layout using the Powercab. One time I ran six for a short time, but as I said it's hard to keep speeds matched on six locomotives so they don't creep up on one another. I usually limit operations to two sound locomotives on one track, a third on another, and a fourth on the third track. Sometimes though, only three at a time when I'm at the bench fiddling with something or other and can't keep tabs on the two on the same track.

I would sincerely hope that the short would be corrected as soon as trains stop moving. Other than a derailment, I don't see a short circuit randomly happening unless something metal is dropped or falls onto the track.

The NCE has short circuit protection. It is internal and resets itself. Documentation in the manual is a jumbled mess. They should have hired a tech writer to organize and verbally explain the various topics about the Powercab. This site has the best information and I have used it frequently. In fact, I haven't opened the manual since finding this site. The NCE Information Station

Looks great!

Thanks for the information Neil. I wasn't able to find out why they were pulled from passenger service. Does your information say what year it was they were taken off of passenger duty? I think they look great pulling an oxide green coach consist.

Yes. Roco, TRIX, Bemo, and PIKO, all make quality locomotives. Most in the Expert or Pro lines are extremely well detailed and made in either Germany or Austria. Some entry level equipment is produced in the Far East and I don't buy that level of equipment.

My scratch built snowshed on the Rhätische Bahn:

Br.120 with a five coach consist pulling out of Oberrittersgrün:

My first solo aircraft back in 1989. The flight school sold it to a chap about three states away. I have a lot of hours in this aircraft. It was a good airplane.

Rhätishe Bahn ABe 4/4 III #53 'Tirano' rounds a curve and starts a steep grade to St. Moritz.

Run-away stab trim resolution is a memory item. It is not only for the MCAS trouble. If they were unaware of MCAS, they certainly should have recognized a run-away stabilizer condition and acted appropriately.

From the 737 Max pilots I have spoken to, this is indeed how to disable the system. You could slso extend flaos to the first setting if below flap retraction speed schedule.

All the crew would have had to do was shut off the stab trim on the lower right side of the throttle quadrant and it would have disabled the MCAS system and revert to manual control of the stabilizer trim. Whether or not these crews were trained for that is in question.

This is the new for 2020 PIKO Br.151 Deutsche Bahn heavy freight locomotive. I bought this model to replace a consignment Roco that I had problems with several months after purchase. This locomotive has the PIKO (Uhlenbrock) 4.1 sound decoder and rivals the ESU Loksound 5.0 for clarity and sound samples. It has 28 sound and lighting functions including separate cab control lighting, machine room lighting, and task lighting on the lower skirt that is direction dependent. The front and rear lighting is also direction dependent, but can be controlled individually as well. The LED lighting is much improved over the 2007 Roco model (which now has LED lighting too with their 2018 re-release of this model). This is a very smooth and quiet runner using six axle drive with two traction tires, one on a forward wheel and one on a rear wheel opposite side. Detail is evident everywhere and PIKO spared to expense when recreating this model. Separately applied parts and metal etched grates on the roof for the radiator openings really set off the model. The truck bolsters have many separately applied parts and are deeply molded for wonderful detail. The only thing missing is a driver for the fully detailed cab. These were first equipped for passenger as well as freight service, but after new safety regulations were adopted, they were pulled from passenger service to spend their lives hauling heavy freight trains. This model will pull a passenger train from Era IV as those safety rules have not yet been adopted on my railroad. There were some minor problems re-programming the loco address as the NCE Powercab had problems with the PIKO decoder with the keep alive capacitor installed. This was solved by manually calculating the required CV values for a long address and calculating the 151 address. Other than that it responds to all simple programming of the Powercab. A bit of history first about this locomotive courtesy of Wiki. If not interested in the history, just skip down to the photos of the model. The class 151 is the successor of the standard locomotives of the class 150 built until 1973 . First considerations for the development of the new series were made in 1969, when the German Federal Railroad was urgently dependent on improving its competitive position compared to road freight transport. Due to the economic boom, constantly increasing transport requirements had to be met. In order to achieve these goals, a new operational service program for the freight train service was decided, which includes the transport of express freight trains of 1000 t at 120 km / h, express freight trains of 1200 t at 100 km / h and through freight trains of 2000 t at 80 km / h Intended gradients of up to 5 ‰. Neither the maximum tractive effort nor the maximum speed of the 150 series was sufficient for this. In addition, since it was put into operation, the operations service had criticized the fact that the tractive power of the locomotives fell sharply above 80 km / h and that the traction motor damage often occurred at high loads in this speed range. The construction of a new locomotive for heavy goods traffic was therefore required. The BZA Munich commissioned AEG with the development of the electrical part, with the vehicle part the machine works Krupp . Because the new locomotives were to be available as quickly as possible, they could not be completely redeveloped in order to achieve all the technological advances in terms of running technology and electrical equipment. The first step was therefore to investigate the possibility of bringing the 150 series to 120 km / h by changing the gear ratio and significantly increasing its EKB 760 drive motor in its thermal load capacity by means of class F instead of B winding insulation. However, these considerations were dropped after it became clear that a 150 series upgraded in this way could only have transported express freight trains of 1200 t at 100 km / h. The engineers at AEG and the BZA in Munich caught sight of the WBM 372-22 drive motor of the 110, 139 and 140 series, originally developed by Siemens-Schuckert-Werke. This drive motor was significantly more powerful, with over 4,800 units in the series mentioned in use and had proven itself extremely well. It turned out that a six-axle locomotive equipped with this traction motor would be able to fully meet the new operating program if the traction motor were not insulated with class B materials, as was previously the case. However, since the 150 series bogies could no longer be used with this traction motor and a new structure was necessary due to the more powerful and heavier new transformer , the engineers were free to design these parts and borrowed from the 103 series, for example with their use a bridge frame and the structure of the engine room with removable hoods. In addition, tried and tested components from the 110/140 series that are already available in large numbers were used as far as possible. Class 151 double traction in front of an ore train On November 21, 1972 AEG and Krupp delivered the 151 001 as the first locomotive, followed by eleven other pre-series locomotives that were extensively tested before series delivery began. As with the standard electric locomotives, besides the developer companies AEG and Krupp, the companies BBC and Siemens were involved in the construction of the electrical part and the companies Henschel and Krauss-Maffei in the construction of the vehicle part of the series locomotives. A total of 170 locomotives were procured, which were initially based in Hagen and Nuremberg . The original paintwork of the 151 up to the 151 075 was the chrome oxide green with a black frame, which is common for electric locomotives with a top speed of 120 km / h . The 151 073 and the machines from 151 076 onwards were delivered in the new ocean blue / ivory color scheme introduced at that time . With the exception of the 151 044, in contrast to many other series, the older examples were never repainted in ocean blue / ivory.Rather, chrome oxide green locomotives often remained in stock until the early 1990s and were then given the colors oriental red or even traffic redrepainted. The last example in green was 151 049, a designated museum locomotive of the DB, which was retrofitted with single-arm pantographs and was also painted in traffic red at the beginning of 2008.

Wow, great photo archive. Thanks for the link.

I'm of the opinion that an electric locomotive with pans should have them up while on the move, or what's the point of having them? We are modeling electric locomotives as realistic as possible and that means 'pans up'. Even if a bit out of scale I still think wires should be present between the masts so the pans can run in the up position. Without wire the same effect can sometimes be presented if one suspends disbelief and the pans are tied in the mid-up position so one at least gets a feeling the pans are under the wire. My DB portion of my railroad runs with the pans tied just below the wire because my catenary is not yet finished. They would snag the first registration arm where the catenary starts if not tied down. On the RhB portion of my railroad the pans run full up for the portion I've completed. I have curved the wire upward at the start of the catenary to gradually compress the pan until it is fully under the wire past the first mast. Just my .02 pence worth.