Date   

Re: Question for QSI (firmware improvements)

Colin Hussey
 

Thanks KJ


I will be interested in seeing what he says.  You say the drop, we call application of 5lbs, whereas we have/had a mininum reduction/application of 7lbs. All our brake valves on loco's built and entering service since WW2 had either the A6ETtype BV on steam, exception being the imported Baldwyn 59cl which had a 6ET, difference is the A is automatic in lap position of the 7lb reduction. In 1951 we received Canadian built RS3 diesels of A1A + A1A configuration that had an almost identical BV to the 6ET exception being the independant handle of depression or B type. Diesels and electrics were all fitted with A7EL or B7EL basically same as the A6ET untill the introduction of the 26L than also had the minimum reduction in the lap position.


One thing of note in all of this is that the U.S had much longer and heavier loads to what we have had and likely have these days but we had a lot of undulating terrain in many areas, driving these areas meant using the momentum of the terrain and even crawling over the top of a grade and allowing the train to pick up down the grade before the next uphill grade. On steam no speedo no brakes and a different story and went faster down hill.


Long passenger trains were not that common except on interstate trains but they were mongrels of a different aspect with long brake travel and care in braking when signals were against you, as there was the need to apply the brakes harder and not be over set speeds at a distant signal to be able to stop at the next signal in advance the home signal.


I never had the occassion nor heard of anyone having to pull a train with the brakes on with powering the engine. Different in Steam days on the Blue Mountains though were the hand brakes on the train had to be applied before descending the long 1/30., 33's with old #4 brake valves (in the main) as only one newer class of loco's with the A6ET was fitted to goods engines.


CH




From: QSIndustries@... on behalf of kjlovesya@... [QSIndustries]
Sent: Friday, 10 February 2017 5:39 PM
To: QSIndustries@...
Subject: [QSIndustries] Re: Question for QSI (firmware improvements)
 


Colin,

  Thanks for your reply and for sharing your experiences.   I sent an email to the engineer I've been in communications with for an answer to your question.   I'll let you know as soon as I can.

  I have read first hand accounts from engineers.  One mentioned pulling an aggregate train in Eastern Canada.  He said that he was running at notch 4 when he activated the train brake to a minimum service application (around 5 lbs drop).   The reason was the terrain was hilly and the small grades would at times bunch up the train in parts.   The Stretch braking was to keep parts of the train from bunching up.

  I've also read accounts of passenger train engineers using stretch braking to ensure a smooth deceleration, especially on longer passenger trains.   That coupler slack bunching up can be enough to trip a passenger.


KJ


Re: Question for QSI (firmware improvements)

kjlovesya
 

Colin,

  Thanks for your reply and for sharing your experiences.   I sent an email to the engineer I've been in communications with for an answer to your question.   I'll let you know as soon as I can.

  I have read first hand accounts from engineers.  One mentioned pulling an aggregate train in Eastern Canada.  He said that he was running at notch 4 when he activated the train brake to a minimum service application (around 5 lbs drop).   The reason was the terrain was hilly and the small grades would at times bunch up the train in parts.   The Stretch braking was to keep parts of the train from bunching up.

  I've also read accounts of passenger train engineers using stretch braking to ensure a smooth deceleration, especially on longer passenger trains.   That coupler slack bunching up can be enough to trip a passenger.


KJ


Re: Question for QSI (firmware improvements)

kjlovesya
 

Hi Eugene,

  I'm aware of the new Full throttle project.  ESU has not yet developed a working brake, much less a realistic working variable brake.  ESU also refuses to meet the NMRA guidelines regarding the internal multiplier (timer) for momentum.   Currently, QSI has almost 6 times the available momentum which is required for a proper working brake.    I'll give them credit that they are programmable decoders and they could develop something realistic.

  Thanks for the good wishes on my project.   I do have a lot of fun at the club during operations.

KJ


Re: Info about Josh

Eugene Azzopardi <EugsStation@...>
 

Nick thanks for the update, and it's never good news to hear that someone is ill. Hopefully he will have a speedie recovery and I wish Josh all the best

Well at least he won't have to worry about repairing my units as after a two year wait if not longer, just trying to get a RA to return the things back, they have all been thrown out. 


Cheers.............Eugene

On Fri, Feb 10, 2017 at 7:25 AM, Nick Kulp cornwall9@... [QSIndustries] <QSIndustries@...> wrote:
 

Friends,

I have just gotten a response from Josh. I had contacted him just before Christmas and gotten a reply. It was a casual greeting about the holiday. After several attempts to contact him , I finally got a response yesterday. Josh has some very serious health issues and he has been unable to respond . He did not expand on when he might be able to continue but he is very ill and he will probably be "out of service" for a while. He asked me to convey this info to the group and remind you all he truly will get the pending repairs back to those that have sent them but it will be a while until he gets back to the business. Please keep in mind, Josh is entirely a one-man show. No employees, no staff, and no extra income to hire help. He did mention that he was working on the promised upgrade when he fell ill. He truly had no control of what happened and appreciates our support.

When he is better shape, he will respond to the group but I have no info on when that might happen.

Kindest regards,
Nick Kulp



Re: Question for QSI (firmware improvements)

Eugene Azzopardi <EugsStation@...>
 

Kj
probably not what you want to hear but the Loksound  decoders with Full throttle software allow this to happen. One of the things that always bugged me with the QSI units.
Good luck with your project.

Cheers..............Eugene

On Fri, Feb 10, 2017 at 9:48 AM, Colin Hussey cdhussey@... [QSIndustries] <QSIndustries@...> wrote:
 

KJ,  I have a single question in regard to the method described by the engineer.  The operation of "" of having the the engine throttled up, and not shutting the throttle off, before applying the train brake"" What notch does he refer to by saying "throttled up?"


In no way am I putting doubt as to that operation, as I realise every system and country is different. In Australia what U.S Roads refer to as Engineer we were classed as Drivers later in the diesel era by Engineman CL 1-6, the highest being top line driver, I became CL 5 but affectively acting in CL 6 workings.


Our Operating instructions were that unless powering classed as from 2 T/N and up, we were to run in 1 T/N at all times unless in Dynamic brake or when coming to a stand.  In other words running in 1 T/N had the engines in power but more so to keep current flowing to the Traction motors, it also had the affect of keeping a train stretched by a minimal amount, when braking in order to come to a stand the throttle was kept in 1 T/N until you got below 5mph where you shut the throttle..


One other affect also affected train working especially with braking and that was the use of the independent or locomotive only brake, when a minimum reduction of 7 Psi was made that applied 10 Psi into the loco's brake cylinder, which would come on faster than the train brakes causing a bunch up onto the train, the general rule and training was that when braking under normal train working was that when you applied the train brakes, you released the engine brakes at the same time, the engine being in 1 T/N kept the train stretched against the forces behind, depending on the trains braking ability and feel you would release the engine brakes only down to 5 Psi.


The exceptions to the above was when working on heavy grades, and on those of 1:40 and greater along with some trains that had a large consist of known poor braking vehicles and dynamic brake was not available.  On these trains you would stop on the first application, release engine brake, Throttle off, then release train brakes, a timing was made as to how soon the train started to move and the position of the flow meter, if the flow meter was still on the seat when the whole train was rolling, and was no better than 45 degrees on the charge needle when the next application was to be made, you were in for a hairy trip down that hill.


What then happened was a repeat of the first stop but then stand with the engine brakes fully applied and when the train pushed you, you allowed the engine brakes to come off in the slow release zone, that often gave you a train almost fully recharged.  You had to be very careful doing this to prevent skidded wheels on the loco.

Colin Hussey


From: QSIndustries@... <QSIndustries@...> on behalf of kjlovesya@... [QSIndustries] <QSIndustries@...>
Sent: Friday, 10 February 2017 4:13 AM
To: QSIndustries@...
Subject: [QSIndustries] Question for QSI (firmware improvements)
 


Hello QSI,

  I've been working on a portable Realistic Diesel Control Stand Throttle (tethered to a NCE radio hammerhead).    https://www.youtube.com/results?search_query=Diesel+Control+Stand+Throttle 
and share it all with friends, family, and the world on YouTube.


  In my search for fidelity to actual diesel locomotive control stands I put out a request on the NCE forum for real engineers to help answer some questions about the train brake.   I have access to technical manuals published by the locomotive manufacturers, detailing the physical controls and operation.   However, the manuals only go so far.   The real locomotive engineers, with real experience in the right hand seat have an understanding for real operation that goes beyond the manuals.  That being said, I received an email from a retired engineer who kindly added some first hand experience to my knowledge base.

  Here's a quote, regarding 'stretch braking' from one of many emails, "The whole idea to keeping the engine throttled up is to stretch the train for a smooth and non-damaging stop. If we were to shut the throttle off and apply the train brake, we could very possibly tear out a complete dawbar or break off a knuckle. The Trainmen liked retreiving these, as they would place them in a display case in the Crew Room with the Engineers name on it. Not something you would want to happen. An Engineers pride was how smooth he handled the train. Not patting myself on the back too hard, but I was considered an Engineer to work with. Smooth handling, no rear end crew tossed form one end of the Caboose to the other and broken arms and such and wasn't afraid to get into an overtime situation. But could and would get a train over the road without incedent and as quick as possible.
    As for the Dynamic, when you would go from power to dynamic, you had a spring loaded lever that you would first place in a neutral position and then into Dynamic and vise versa. At which time you would start to bunch the train together. Once you knew you had the train bunched, you would apply the Automatic Brake to assist in stopping or slowing the train down. The Railroads preferred us to use mostly Dynamic because it saved them money on the brake shoes. They said, at that time period that it cost $500.00 every time we used the Automatic."

  One of the official locomotive operator's manuals detailed starting a stopped train, uphill, on a grade (the train brakes already on - releasing the train brake, without power on, would allow the train to roll backwards, downhill).  In some instances very high throttle setting were required before releasing train brakes.



  My question for QSI is, to make the best decoder even more realistic, are you willing to rewrite the firmware to enable 'Stretch Braking' and Starting on an uphill grade?   In other words:

1/  the operator doesn't have to put the speed step to zero before applying the brake  (or at least the sound of the prime mover would remain at whatever notch it was set to before braking)

2/  the operator can throttle up (a standing train on a grade) before releasing the train brake


Gerry?   Kelly?   Josh?   anyone?


KJ







Re: Info about Josh

Alex Stanojevic <stanoja@...>
 

Hello,

I am the big supporter of QSI sound decoder business. So sorry to hear about Josh's health situation. I wish him fast and full recovery. QSI achievements are the greatest in industry.

Regards,

Alex Stanojevic


On Feb 9, 2017, at 15:33, christophermcrane@... [QSIndustries] <QSIndustries@...> wrote:

 

The news is both troubling and encouraging. Hoping Josh recovers and gets back in saddle in due course. Knowing he plans to follow through on commitments is welcome news.


I know a bit about running a one man shop. Josh has helped me in the past and I'm rooting for him.


Re: Question for QSI (firmware improvements)

Colin Hussey
 

KJ,  I have a single question in regard to the method described by the engineer.  The operation of "" of having the the engine throttled up, and not shutting the throttle off, before applying the train brake"" What notch does he refer to by saying "throttled up?"


In no way am I putting doubt as to that operation, as I realise every system and country is different. In Australia what U.S Roads refer to as Engineer we were classed as Drivers later in the diesel era by Engineman CL 1-6, the highest being top line driver, I became CL 5 but affectively acting in CL 6 workings.


Our Operating instructions were that unless powering classed as from 2 T/N and up, we were to run in 1 T/N at all times unless in Dynamic brake or when coming to a stand.  In other words running in 1 T/N had the engines in power but more so to keep current flowing to the Traction motors, it also had the affect of keeping a train stretched by a minimal amount, when braking in order to come to a stand the throttle was kept in 1 T/N until you got below 5mph where you shut the throttle..


One other affect also affected train working especially with braking and that was the use of the independent or locomotive only brake, when a minimum reduction of 7 Psi was made that applied 10 Psi into the loco's brake cylinder, which would come on faster than the train brakes causing a bunch up onto the train, the general rule and training was that when braking under normal train working was that when you applied the train brakes, you released the engine brakes at the same time, the engine being in 1 T/N kept the train stretched against the forces behind, depending on the trains braking ability and feel you would release the engine brakes only down to 5 Psi.


The exceptions to the above was when working on heavy grades, and on those of 1:40 and greater along with some trains that had a large consist of known poor braking vehicles and dynamic brake was not available.  On these trains you would stop on the first application, release engine brake, Throttle off, then release train brakes, a timing was made as to how soon the train started to move and the position of the flow meter, if the flow meter was still on the seat when the whole train was rolling, and was no better than 45 degrees on the charge needle when the next application was to be made, you were in for a hairy trip down that hill.


What then happened was a repeat of the first stop but then stand with the engine brakes fully applied and when the train pushed you, you allowed the engine brakes to come off in the slow release zone, that often gave you a train almost fully recharged.  You had to be very careful doing this to prevent skidded wheels on the loco.

Colin Hussey


From: QSIndustries@... on behalf of kjlovesya@... [QSIndustries]
Sent: Friday, 10 February 2017 4:13 AM
To: QSIndustries@...
Subject: [QSIndustries] Question for QSI (firmware improvements)
 


Hello QSI,

  I've been working on a portable Realistic Diesel Control Stand Throttle (tethered to a NCE radio hammerhead).    https://www.youtube.com/results?search_query=Diesel+Control+Stand+Throttle 
www.youtube.com
and share it all with friends, family, and the world on YouTube.


  In my search for fidelity to actual diesel locomotive control stands I put out a request on the NCE forum for real engineers to help answer some questions about the train brake.   I have access to technical manuals published by the locomotive manufacturers, detailing the physical controls and operation.   However, the manuals only go so far.   The real locomotive engineers, with real experience in the right hand seat have an understanding for real operation that goes beyond the manuals.  That being said, I received an email from a retired engineer who kindly added some first hand experience to my knowledge base.

  Here's a quote, regarding 'stretch braking' from one of many emails, "The whole idea to keeping the engine throttled up is to stretch the train for a smooth and non-damaging stop. If we were to shut the throttle off and apply the train brake, we could very possibly tear out a complete dawbar or break off a knuckle. The Trainmen liked retreiving these, as they would place them in a display case in the Crew Room with the Engineers name on it. Not something you would want to happen. An Engineers pride was how smooth he handled the train. Not patting myself on the back too hard, but I was considered an Engineer to work with. Smooth handling, no rear end crew tossed form one end of the Caboose to the other and broken arms and such and wasn't afraid to get into an overtime situation. But could and would get a train over the road without incedent and as quick as possible.
    As for the Dynamic, when you would go from power to dynamic, you had a spring loaded lever that you would first place in a neutral position and then into Dynamic and vise versa. At which time you would start to bunch the train together. Once you knew you had the train bunched, you would apply the Automatic Brake to assist in stopping or slowing the train down. The Railroads preferred us to use mostly Dynamic because it saved them money on the brake shoes. They said, at that time period that it cost $500.00 every time we used the Automatic."

  One of the official locomotive operator's manuals detailed starting a stopped train, uphill, on a grade (the train brakes already on - releasing the train brake, without power on, would allow the train to roll backwards, downhill).  In some instances very high throttle setting were required before releasing train brakes.



  My question for QSI is, to make the best decoder even more realistic, are you willing to rewrite the firmware to enable 'Stretch Braking' and Starting on an uphill grade?   In other words:

1/  the operator doesn't have to put the speed step to zero before applying the brake  (or at least the sound of the prime mover would remain at whatever notch it was set to before braking)

2/  the operator can throttle up (a standing train on a grade) before releasing the train brake


Gerry?   Kelly?   Josh?   anyone?


KJ






Re: Info about Josh

kjlovesya
 

Thanks Nick!

Josh, if you're reading, we're wishing you the best of health.   Get well soon!



KJ


Re: Info about Josh

christophermcrane
 

The news is both troubling and encouraging. Hoping Josh recovers and gets back in saddle in due course. Knowing he plans to follow through on commitments is welcome news.

I know a bit about running a one man shop. Josh has helped me in the past and I'm rooting for him.


Info about Josh

Nick
 

Friends,

I have just gotten a response from Josh. I had contacted him just before Christmas and gotten a reply. It was a casual greeting about the holiday. After several attempts to contact him , I finally got a response yesterday. Josh has some very serious health issues and he has been unable to respond . He did not expand on when he might be able to continue but he is very ill and he will probably be "out of service" for a while. He asked me to convey this info to the group and remind you all he truly will get the pending repairs back to those that have sent them but it will be a while until he gets back to the business. Please keep in mind, Josh is entirely a one-man show. No employees, no staff, and no extra income to hire help. He did mention that he was working on the promised upgrade when he fell ill. He truly had no control of what happened and appreciates our support.

When he is better shape, he will respond to the group but I have no info on when that might happen.

Kindest regards,
Nick Kulp


Question for QSI (firmware improvements)

kjlovesya
 

Hello QSI,

  I've been working on a portable Realistic Diesel Control Stand Throttle (tethered to a NCE radio hammerhead).    https://www.youtube.com/results?search_query=Diesel+Control+Stand+Throttle 

  In my search for fidelity to actual diesel locomotive control stands I put out a request on the NCE forum for real engineers to help answer some questions about the train brake.   I have access to technical manuals published by the locomotive manufacturers, detailing the physical controls and operation.   However, the manuals only go so far.   The real locomotive engineers, with real experience in the right hand seat have an understanding for real operation that goes beyond the manuals.  That being said, I received an email from a retired engineer who kindly added some first hand experience to my knowledge base.

  Here's a quote, regarding 'stretch braking' from one of many emails, "The whole idea to keeping the engine throttled up is to stretch the train for a smooth and non-damaging stop. If we were to shut the throttle off and apply the train brake, we could very possibly tear out a complete dawbar or break off a knuckle. The Trainmen liked retreiving these, as they would place them in a display case in the Crew Room with the Engineers name on it. Not something you would want to happen. An Engineers pride was how smooth he handled the train. Not patting myself on the back too hard, but I was considered an Engineer to work with. Smooth handling, no rear end crew tossed form one end of the Caboose to the other and broken arms and such and wasn't afraid to get into an overtime situation. But could and would get a train over the road without incedent and as quick as possible.
    As for the Dynamic, when you would go from power to dynamic, you had a spring loaded lever that you would first place in a neutral position and then into Dynamic and vise versa. At which time you would start to bunch the train together. Once you knew you had the train bunched, you would apply the Automatic Brake to assist in stopping or slowing the train down. The Railroads preferred us to use mostly Dynamic because it saved them money on the brake shoes. They said, at that time period that it cost $500.00 every time we used the Automatic."

  One of the official locomotive operator's manuals detailed starting a stopped train, uphill, on a grade (the train brakes already on - releasing the train brake, without power on, would allow the train to roll backwards, downhill).  In some instances very high throttle setting were required before releasing train brakes.



  My question for QSI is, to make the best decoder even more realistic, are you willing to rewrite the firmware to enable 'Stretch Braking' and Starting on an uphill grade?   In other words:

1/  the operator doesn't have to put the speed step to zero before applying the brake  (or at least the sound of the prime mover would remain at whatever notch it was set to before braking)

2/  the operator can throttle up (a standing train on a grade) before releasing the train brake


Gerry?   Kelly?   Josh?   anyone?


KJ




Re: Message from QSI, Inc.

Steven Lansing
 

Well,I sure hope we at least get another software update with the 'hinted' at new features regardless of the hardware distribution issues.As long time customers using the Titan decoders we deserve at least that!


On Tuesday, February 7, 2017 6:24 PM, "Benjamin Shell benjaminshell@... [QSIndustries]" wrote:


 
Kelly (and Josh, if you're listening),

Just throwing a crazy idea out there, but what if the hardware were sold separately from the sounds, more like how Zimo does it?

It seems like Josh is incredibly good at recording sounds. I mean, every time I talk to him he talks about new sound files he's working on (and I try to remind him that customer support is more important than updated sounds... but he's just really passionate about sound!). So what if Josh (QSIS) could move to just selling the sound files? And QSI could focus on selling and supporting the hardware?

Taking it a step further, what if there was a way to for us to create our own sounds? (Again, like Zimo.) Most would not be as good as Josh's, so I'd buy his whenever available, but this would open up QSI to be used in locomotives that QSIS doesn't currently support.

Just a thought. I know I'd just really hate to lose QSI. Josh is super talented, but doesn't seem to be in quite the right aspect of the business for his passion. I know there are more choices in smaller scales, but I haven't heard anything that comes close in G-scale.



On Sat, Feb 4, 2017 at 4:29 PM, kelly.dorf@... [QSIndustries] <QSIndustries@...> wrote:
 
Group:

First of all, be assured QSI is monitoring this forum, and we are also concerned. We (QSI), have also been unable to establish communication with QSIS. Our phone calls and emails remain unanswered. I want you all to know that QSI is alive and well. QSI Inc. is a wholly separate company from QSIS. Software engineering has been busy working on our latest decoder software. Now we find ourselves without a distribution outlet. We are spread so thin that even responding by phone has been difficult. We are actively looking for someone who wishes to operate an aftermarket QSI business. We are also continuing to work with our OEM partners.
I look forward to hearing from you.

Kelly
QSI Operations Manager.




Re: Message from QSI, Inc.

Benjamin Shell
 

Kelly (and Josh, if you're listening),

Just throwing a crazy idea out there, but what if the hardware were sold separately from the sounds, more like how Zimo does it?

It seems like Josh is incredibly good at recording sounds. I mean, every time I talk to him he talks about new sound files he's working on (and I try to remind him that customer support is more important than updated sounds... but he's just really passionate about sound!). So what if Josh (QSIS) could move to just selling the sound files? And QSI could focus on selling and supporting the hardware?

Taking it a step further, what if there was a way to for us to create our own sounds? (Again, like Zimo.) Most would not be as good as Josh's, so I'd buy his whenever available, but this would open up QSI to be used in locomotives that QSIS doesn't currently support.

Just a thought. I know I'd just really hate to lose QSI. Josh is super talented, but doesn't seem to be in quite the right aspect of the business for his passion. I know there are more choices in smaller scales, but I haven't heard anything that comes close in G-scale.



On Sat, Feb 4, 2017 at 4:29 PM, kelly.dorf@... [QSIndustries] <QSIndustries@...> wrote:
 

Group:


First of all, be assured QSI is monitoring this forum, and we are also concerned. We (QSI), have also been unable to establish communication with QSIS. Our phone calls and emails remain unanswered. I want you all to know that QSI is alive and well. QSI Inc. is a wholly separate company from QSIS. Software engineering has been busy working on our latest decoder software. Now we find ourselves without a distribution outlet. We are spread so thin that even responding by phone has been difficult. We are actively looking for someone who wishes to operate an aftermarket QSI business. We are also continuing to work with our OEM partners.

I look forward to hearing from you.


Kelly

QSI Operations Manager.



Re: Message from QSI, Inc.

Scott Mann <scott408@...>
 

Folks,

I just want to assure you all that as a manufacturer we are supporting our models with QSI systems in them. The new projects that are coming out are spectacular and should be up to the competition at hand. We will make sure that our customers can receive upgrade files and documentation when needed. We do not support retail sales of QSI decoders or service of non- Sunset Models equipment.

We are in direct contact with QSI at will and were able to get the new hardware and Q3 programming needed for our new productions. We don't see a problem going forward for continued service of our equipment.

You can email me with any of you concerns or questions regarding our past, current or future products at: sdmann@...

First time emailers will go through a 1 time spamarrest firewall.

Regards,

Scott Mann - Sunset Models Inc.



From: "Jake Longanecker jacoblonganecker@... [QSIndustries]"
To: QSIndustries@...
Sent: Tuesday, February 7, 2017 2:03 PM
Subject: [QSIndustries] Re: Message from QSI, Inc.

 
I for one have admired what I've seen QSI do compared to others. I bought one some time ago because I wanted a sound decoder robust enough for the Bowser Challenger I was building. I will still use it and if the day comes it dies, it'll be replaced by another brand. I don't see hem digging out of this hole given the competition has leaped forward tremendously in the last few years with LokSound now the new top dog to beat. Quite frankly, I could care less about stereo if no one is selling or supporting them. Plus, there are newer options emerging every year for larger scale modelers so that niche market has competition where there was few and far between. I also wish them the best of luck, but I'm spending my money where I can get what I want and when I want it by someone willing to supply it.

Jake





Re: Message from QSI, Inc.

jacob longanecker
 

I for one have admired what I've seen QSI do compared to others. I bought one some time ago because I wanted a sound decoder robust enough for the Bowser Challenger I was building. I will still use it and if the day comes it dies, it'll be replaced by another brand. I don't see hem digging out of this hole given the competition has leaped forward tremendously in the last few years with LokSound now the new top dog to beat. Quite frankly, I could care less about stereo if no one is selling or supporting them. Plus, there are newer options emerging every year for larger scale modelers so that niche market has competition where there was few and far between. I also wish them the best of luck, but I'm spending my money where I can get what I want and when I want it by someone willing to supply it.


Jake


Re: Address for locomotive

Bob Waldele
 

Varlei

I have not used a Prodigy DCC system, but there may be a similar process to set the address while programming on the main – you should probably direct your questions to either the MRC or MTH group to get the best informed answers.

Regards,

bob.waldele





From: QSIndustries@... [mailto:QSIndustries@...]
Sent: Monday, February 06, 2017 7:54 PM
To: QSIndustries@...
Subject: RES: [QSIndustries] Address for locomotive





Please Robert, my system is DCC MRC Prodigy Advance2 and PS2. Thank you. VarleiNovaes

Enviado do Email para Windows 10

De: 'Robert Waldele' rwaldele@... [QSIndustries]
Enviado:segunda-feira, 6 de fevereiro de 2017 01:41
Para: QSIndustries@...
Assunto: RE: [QSIndustries] Address for locomotive


Name??

Is this a PS 2 or PS 3 MTH DCS decoder?
MTH DCS decoders do not play nicely on the program track. MTH decoders need to be programmed on main (OPS mode).
If you are using an NCE command station (PH-Pro or PowerCab) follow the prompts on your handheld


Press <Prog/Esc> then <enter>
enter loco # (assuming address has NOT been changed) 3 <enter>
press 1 (for address), then <enter>
press 1 (for long address), then <enter>
enter the new long address: 1983 then <enter>

loco should respond as 1983

*** if the engine short or long address has previously been changed, you need to know what that address is ***

bob.waldele



From: QSIndustries@... [mailto:QSIndustries@...]
Sent: Saturday, February 04, 2017 7:17 PM
To: QSIndustries@...
Subject: [QSIndustries] Address for locomotive


ask for help. I can not put the carcass number (1983) on the MTH HO SD70Ace locomotive. The manual did not help much. Thank you to anyone who can help. Greetings. Varleinovaes@...

[Non-text portions of this message have been removed]


RES: Address for locomotive

Varlei Guimarães Novaes
 

Please Robert, my system is DCC MRC Prodigy Advance2 and PS2. Thank you. VarleiNovaes


Enviado do Email para Windows 10


De: 'Robert Waldele' rwaldele@... [QSIndustries]
Enviado:segunda-feira, 6 de fevereiro de 2017 01:41
Para: QSIndustries@...
Assunto: RE: [QSIndustries] Address for locomotive


 
Name??
 
Is this a PS 2 or PS 3 MTH DCS decoder?
MTH DCS decoders do not play nicely on the program track.  MTH decoders need to be programmed on main (OPS mode).
If you are using an NCE command station (PH-Pro or PowerCab) follow the prompts on your handheld
 

Press <Prog/Esc> then <enter>
enter loco # (assuming address has NOT been changed) 3 <enter>
press 1 (for address), then <enter>
press 1 (for long address), then <enter>
enter the new long address:  1983 then <enter>
 
loco should respond as 1983
 
*** if the engine short or long address has previously been changed, you need to know what that address is ***
 
bob.waldele
 
 
 
From: QSIndustries@... [mailto:QSIndustries@...]
Sent: Saturday, February 04, 2017 7:17 PM
To: QSIndustries@...
Subject: [QSIndustries] Address for locomotive
 
 
  ask for help. I can not put the carcass number (1983) on the MTH HO SD70Ace locomotive. The manual did not help much. Thank you to anyone who can help. Greetings. Varleinovaes@...


Re: chuff documentation

cmitcham1
 

thanks Gerry for the reply. I did assume that 3 was just left out. the procedure worked fine except that automatic program did not work for me. I had to go to service mode to change with every guess.



Re: Message from QSI, Inc.

Bob Waldele
 

Nick

At least you know Josh is still alive – but small comfort to those of us who are sitting on several $100’s worth of decoders (and in need of help)

Would be nice if someone…ANYone…has any indication of what’s happening

bob.waldele



From: QSIndustries@... [mailto:QSIndustries@...]
Sent: Saturday, February 04, 2017 8:45 PM
To: QSIndustries@...
Subject: Re: [QSIndustries] Message from QSI, Inc.





Kelly,



My last contact with Josh was 12/21/16. Just chatted via Google Hangouts. Was he at Springfield ?



Do you think he has given up ?



Regards,

Nick Kulp



"Laws that forbid the carrying of arms...disarm only those who are neither inclined nor determined to commit crimes...Such laws make things worse for the assaulted and better for the assailants; they serve rather to encourage than to prevent homicides, for an unarmed man may be attacked with greater confidence than an armed man."

-Thomas Jefferson





_____

From: "kelly.dorf@... [QSIndustries]" <QSIndustries@...>
To: QSIndustries@...
Sent: Saturday, February 4, 2017 7:29 PM
Subject: [QSIndustries] Message from QSI, Inc.





Group:



First of all, be assured QSI is monitoring this forum, and we are also concerned. We (QSI), have also been unable to establish communication with QSIS. Our phone calls and emails remain unanswered. I want you all to know that QSI is alive and well. QSI Inc. is a wholly separate company from QSIS. Software engineering has been busy working on our latest decoder software. Now we find ourselves without a distribution outlet. We are spread so thin that even responding by phone has been difficult. We are actively looking for someone who wishes to operate an aftermarket QSI business. We are also continuing to work with our OEM partners.

I look forward to hearing from you.



Kelly

QSI Operations Manager.


Re: Address for locomotive

Bob Waldele
 

Name??

 

Is this a PS 2 or PS 3 MTH DCS decoder?

MTH DCS decoders do not play nicely on the program track.  MTH decoders need to be programmed on main (OPS mode).

If you are using an NCE command station (PH-Pro or PowerCab) follow the prompts on your handheld

 

Press then

enter loco # (assuming address has NOT been changed) 3

press 1 (for address), then

press 1 (for long address), then

enter the new long address:  1983 then

 

loco should respond as 1983

 

*** if the engine short or long address has previously been changed, you need to know what that address is ***

 

bob.waldele

 

 

 

From: QSIndustries@... [mailto:QSIndustries@...]
Sent: Saturday, February 04, 2017 7:17 PM
To: QSIndustries@...
Subject: [QSIndustries] Address for locomotive

 

 

  ask for help. I can not put the carcass number (1983) on the MTH HO SD70Ace locomotive. The manual did not help much. Thank you to anyone who can help. Greetings. Varleinovaes@...

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