Відео

Yep. It and the 6354 played the AWVR 1206.

@@CDROM-lq9iz That it was, excellent videos sir, love them.

@@caderamsey8878 Thank You!

@@CDROM-lq9iz no problem, Love those shots where you stuck your camera to see the starter gear turning the fly wheel. so cool. love those EMDS

@@caderamsey8878 Thanks, I was pretty proud when I managed to get that one lol

@@cprs5000 well the short answer is, in low idle the A and D (shutdown) solenoids are energized so the engine slows down but doesn't stop.

The governor will be a number of videos down the line. The next big topic I plan on getting into is air.

I didn't know but after some looking, apparently it was.

Not Will Smith, but Denzel Washington.

There's second starter below the shot I managed to get. I wanna say they're the same as a starter off of something like a semi.

G&W as in, Genesee and Wyoming?

@@hammerofreason9860 Can't say I've heard the term "cushion unit." I'm assuming it's another name for draft gear? I also can't say I've heard of air arcing out a center bearing. That said, that and a spring replacement definitely take I little longer than 60 seconds lol.

@CDROM-lq9iz we did the plates on FI7's. Ya cushion unit/draft gear pretty much the same. We did a bunch of those on log cars. Total pain if the butt plug was really worn and had to be cut out. Most of the time once the cotter was torched the pin would just fall out. KP's, grab irons, brakes, and loose bolts were usually done while we inspected the OB prior the the crew hooking up.

@@hammerofreason9860 ok you being a carman makes sense. That'd be why I haven't heard some of the terms you used. I wrench on locomotives so it's a lot of same, same, but different. I'm also sure your job is a lot more repetitive than mine lol.

@CDROM-lq9iz na. I did locomotive work too. Also was an engineer and conductor. 10yrs on a shortline. Learn all the jobs make all the $

@@hammerofreason9860 that last part definitely makes sense lol

@@PappysPotluck Thanks for watching! And yes, knuckle pins are one of the easier things to do. It's not a very common thing to have break though. I think I've only seen 3 or 4.

Thanks for watching and the comment! And yes on older locomotives it was actually instructed to bar the engine over with the test cocks open to purge any water from the cylinders. However, those older engines had blowers on them, which means the exhaust went straight out the stack. As such rainwater could fall down the stack and accumulate in any cylinder if the exhaust valves are open. On turbocharged engines it's much harder for rain to get into the cylinders so it's rarely an issue. That said, mechanical failures can still let water (cooling water from the engine) get into the cylinders. In my experience, water in the cylinders (like the engineer you mentioned reported, it getting blown out the test cock) is from a cracked head or bad head gasket. I have also seen a cylinder liner catastrophically fail, but that's only been once. Most places water can leak will dump the water into the oil, if it's in the cylinder itself, you're most likely ripping into a PA. Edit: clarification

Thank you!

We do have some that have an AFM, I'm not sure why it's not all one way or the other. That's a decision for people that get paid more than me lol

Thank you!

Thank you!

Thanks for watching! Lol

Good question. Yes the excitation system control system is also in charge of transition control.

Thank you for watching!

I could but, depending on what exactly you're asking for, I'm worried I might get myself in trouble.

@@CDROM-lq9iz Thanks for answer. Im looking for sounds of old emd locomotives. I collect these sounds ( especially inside cab sounds ) and i also have them for train sim. I would like it recorded the way it is I recorded ua-cam.com/video/zK-cW4f5oW0/v-deo.html Could you record it on this way inside gp35 cab? But only if you dont get in any trouble due that, I don't want you have any trouble for that. Greetings

@@1ales1 I might be able to do that. I'll get back to you.

​@@CDROM-lq9izI tried to leave my email address where we talk about small details about that before recording but youtube doesn't let me post with contain my mail address. Can i write here about that details? Greetings

Thanks, I thought that was it, but doubted myself in the moment.

I can't say I've heard that term before, but I think I get what you're saying, and yes that's very true. Basically, the blowers are designed to push a higher volume of ambient-pressure air into the airbox than what the engine will pump out. As a result, the pressure builds in the airbox. Because of that pressure increase, the volumetric efficiency of the engine increases until the volume of ambient-pressure air moved by the blowers is the same as the volume of ambient-pressure air moved by the engine.

@@CDROM-lq9iz exactly. Really liking your channel. Keep up the good work.

@@onefastneonrt Thank you!

Yeah he definitely seems like it. I'm sure he'd be a good guy to meet.

I'll give you partial points lol. Yes that is correct, but I was more asking "what is being connected in series or parallel?"

I'm proud of getting that shot not gonna lie. I honestly think there are truck engines running around with the same (or at least a very similar) starter. That said, locomotives usually have two starters, and they are run at higher voltage.

I was gonna say something along the lines of "that would have been back when it was NS." Then I realized that NS sold that off about 30 years ago. I could think of some guys your dad probably would know.

@@CDROM-lq9iz I hang out weekly with RC Conners.

@CDROM-lq9iz in all honesty we have probably chatted I was a crew van driver up until a year ago an used to stop an bullshit with the service track guys in the shanty.

That's possible, but I've only been out there full time just over a year.

Thanks lol. That locomotive was actually called to leave in less than an hour so I wasn't going to hurt anything by starting it.

Lol thanks!

That would certainly explain why I couldn't find in part 229 anywhere then. Thanks!

Thanks or watching!

Thanks now I'm gonna have to dig a print out and check on my day off lol. This reminds me of an argument I've gotten into with guys before about the ground relay. Basically it boils down to "will a grounded dynamic grid cause the ground relay to trip during dynamics" and I would hold that it wouldn't, but guys would argue that it would. So one day I got a couple jumpers out and tested it for myself. Turns out, it won't. Also turns out, there was an option on some locomotives that made it so a grounded grid would trip the GR during dynamics.

@@CDROM-lq9iz Huh, that's neat. Looking at the SD9 print I have here it looks like the same holds true. BKP1/2, BKB3/4 and SFT all act to set up three separate motor-resistor circuits, one of which is tapped off of to provide current to the isolated shunt field, brake warning relay and DB regulator in DB mode.

@@heavy-iron I dug out a print and by the looks of the one I have; the engine should not shut down. All the governor solenoids are powered from the same wire that feeds the throttle switches. When the PCR drops out, all the solenoids should drop out. (That being said, I have another print for an engine with LOW IDLE and I think in that case the engine should go to LOW IDLE.) Can still try it though. Yeah, my confusion basically stemmed from "If the GR coil is between the neutrals of the main (AR10), how can current coming from the traction motors go through the GR and get back to the motors?" Turns out it can't, unless you modify the locomotive to mimic the add-on for dynamic grid grounds. Now, a grounded grid won't trip the GR during dynamics, but will trip it during a self-load test.

@@CDROM-lq9iz Do those governors have a separate solenoid for engine shutdown then? Reason being if they rely on the 'D' solenoid for shutdown, none of the E-stops will work if the unit opens up that circuit during PCS. Obviously it will starve for fuel eventually without the fuel pump running but that could be five minutes or five hours.

@@heavy-iron That's a good question. I know there's no separate shutdown solenoid, but without a print in front of me I can't say for sure how that circuit is set up. I'm pretty sure there's a separate feed that will energize the D solenoid when the FPCR drops out. That leg of the circuit bypasses the ER relay, throttle switches, IS, and everything. If I remember right, there's diodes that keep the signals from going back down a leg they shouldn't, but again, I'd have to get a print to say for sure.

Ok so, I have to be careful how I answer this in order to not get myself in trouble. I suspect a large portion of it comes down to the fact that locomotive cabs aren't places anyone other than the crews see. I also would mention that cabs do get cleaned on the regular but working outside in everything along the rail and in yards, sidings, etc. means that whatever's out there is going to end up in the cab. In addition, plenty of locomotives in the US can go for weeks or even months without getting fueled or being anywhere the cabs even could be cleaned. It's just the nature of operations in the US. I won't pretend to know much about maritime, but most other modes of transport are places where the public can actually get to and/or see. In the case of freight locomotive cabs, that's not really a thing that happens.