Left: The standard three-quarter view. This is a locomotive that presents all sorts of possibilities for those who like to fiddle….
Above: The design cues from Lawley and Wrekin are apparent in this left profile view. It is possible to make out the gas pin nipple in front of the second boiler band. The plain safety valve is easily enhanced by the addition of the aftermarket bonnet. The underfloor boiler blowdown valve is the item in front of the step.
Right: Tank to boiler fit is nice and close. The only minor down,
is the gas fill this pokes up above the tank surface. The cure would be a small wooden/metal tool-box with hinged lid as a disguise – one of the items that detailers will no doubt apply.
supplied units offer five-channel control. In the dim mists of time single channel Macgregor units were thought to be living on the ‘cutting edge’ of control. Move on 30 years and finding a stick system with two channels is becoming increasingly difficult.
The Planet T5 system employed does all one could wish for. It controls the piston valve regulator/reverser and this is also dependent on the setting you choose for the rather nicely formed regulator lever in the cab. It would not be impossible to add another servo to drive the regulator, but take a degree of care here as the majority of the electronics live under the cab floor and the incautious could find themselves with an inoperative installation due to piercing what lies beneath.
As with Ragleth’s predecessors, the mounting holes for servos, receiver and power supply are pre-fitted by the factory and those wishing to do so may add their choice of radio kit. Note however, that while Accucraft will happily supply a factory R/C installation, the company does not deal with queries on fitting one’s own system.
The manual controls are easy to access, and owners of previous Accucraft models will find no surprises in the modus operandi of their Ragleth. Being a piston valve model there is the customary boiler blowdown valve, sited below footplate level to clear the boiler of excess water. The lubricator lives a reclusive life in the corner of the cab and its extended tommy bar makes recharges of oil a simple matter. Those who have previous experience will know of the well established lubricator blowdown procedure employed at the end of each run which speeds the servicing operation.
Having bolted on your choice of bits and pieces and then transported the finished item to the steam-up bay what follows should outline the performance that owners should be able to
ARDEN G Rail