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frank.phyllis(at)mindspri
Guest

Posted: Tue Mar 18, 2008 4:49 pm Post subject: Smoke

Last evening I experienced smoke in the cockpit of my Kitfox--912S.



First, I want to thank Bob N for convincing me of the importance of

using Z16, incorporating an E-Bus circuit.  Worked great and reduced the

load on my "little" motorcycle battery so that I maintained > 11.5 v for

the 15 min duration of my flt.



It was twilight & I had Whelan strobe & nav lights on, near max elec

capacity for the 912 generator.  I threw on the landing lt to see what

the added load would do to the system.  (Probably not a smart move)

Immediately the system voltage, normally runs 13v, began dropping, so I

turned the landing lt off after a few seconds.



I then began doing a series of steep climbs at slow airspeed.  After

about five min I noticed a burning odder, thinking to myself "someone

must be burning trash and I'm in the trail of smoke."  After about 30

seconds I noticed smoke coming from under the instrument panel and a

much stronger burning odder.  I dropped the nose of the airplane--no

more smoke.



At that moment my GRT EIS warning lt flashed and I noticed the system

voltage below 11 v.  I turned on the E Bus switch and off on the main.

Voltage came up--12 v I think.  No odder or smoke or falling voltage.



After a few minutes I decided to try the main switch again, pulling in

the battery relay and alternator.  Voltage began to climb above 12 v to

about 12.5 v.  I added strobe & nav lt again causing an immediate

reversal in voltage trend and warning lt came on again as it plunged

below 11 v.  Again I went to E Bus an off main.  I landed uneventfully.



My guess is the relay over heated with the momentary excessive

electrical draw (does that happen?) causing the smoke.  Any Ideas?  I

assume I need to replace the regulator???  What would you recommend as a

replacement regulator/source.  Anything else??????



Thanks



Frank

N5929

shoskins(at)MCHSI.COM
Guest

Posted: Tue Mar 18, 2008 7:50 pm Post subject: Smoke

Positive ground depends upon proper circuit functioning, the 

 transmission of negative ions by retention of the visible spectral 

 manifestation known as "smoke". Smoke is the thing that makes electrical 

 circuits work; we know this to be true because every time one lets the 

 smoke out of the electrical system, it stops working. This can be 

 verified repeatedly through empirical testing. 

 

 When, for example, the smoke escapes from an electrical component (i.e., 

 say, a Lucas voltage regulator), it will be observed that the component 

 stops working. The function of the wire harness is to carry the smoke 

 from one device to another; when the wire harness "springs a leak", and 

 lets all the smoke out of the system, nothing works afterwards. Starter motors were frowned upon in British Automobiles for some time, largely because they consume large quantities of smoke, requiring very large 

 wires. 

 

 It has been noted that Lucas components are possibly more prone to 

 electrical leakage than Bosch or generic Japanese electrics. Experts 

 point out that this is because Lucas is British and all things British 

 leak. British engines leak oil, shock absorbers, hydraulic forks and 

 disk brakes leak fluid, British tires leak air and the British defense 

 establishment leaks secrets...so, naturally, British electronics leak 

 smoke. 

 

The Theory Explained through Discussion. 

 

 When wires smoke, how come the smoke is not the same color as the wire? 

 

 This is not completely true. When the smoke is in the wire, it is under 

 pressure (called voltage). The pressure difference causes the color to 

 change from the normal color we are used to. Not unlike the blood in our 

 veins and arteries changing color due to the oxygen content. When the 

 smoke escapes the wire and is exposed to air, the pressure is released, 

 and the color reverts back to what we commonly recognize as smoke. The 

 wire then changes to the color of the smoke that escaped. 

 

 I hope this helps you understand. 

 

 

 I would only question the last sentence of that description. It has been 

 my experience that the wire turns a color directly opposite of the 

 smoke. 

 

 Not always true, I think it must depend on the composition of the smoke 

 in question. 

 

 

 I should have made it a little clearer; the color the wire becomes, is 

 directly proportional to the escape velocity of the smoke. Higher 

 velocities generate higher heat. This heat tends to burn the wire and 

 affect the coloring. The statement was meant to be a generalization, 

 indicating the fact that the color of the wire does in fact change. 

 Sorry for the miscommu nication. 

 

 I was speaking of electrical smoke which is generally white. The spent 

 smoke casing generally assumes a color somewhat near black after the 

 smoke leaves. 

 

 I can't stand it anymore! If, as you say, light bulbs suck up darkness 

 and convert it to smoke which is transmitted (via wire) to a power 

 source for recycling...why do car batteries go dead when lights are left 

 on? Do car batteries (and flashlight batteries for that matter) have a 

 limited amount of storage capability? Is it like a hard drive that gets 

 so full that you have to double-space and then lose all data? 

 

 Now you're getting it....... 

 

 I thought you guys were smarter than this. Of course the battery stores 

 the smoke. In fact it can store so much smoke that if you open the top 

 and light a match, the resulting explosion can do serious damage. I'm 

 sure you are aware that usually where there's smoke there's fire. If you 

 connect the battery to a charger, the smoke is then returned to the wire 

 (Remember, a light bulb wont work unless it is connected to a wire 

 system) for the utility companies to use. Your hard drive analogy is a 

 very good example. 

 

 Our hardware guys might be onto something in their quest for superior 

 wiring. I have noticed the unique method of series/parallel wiring the 

 power strips on our systems seems to prevent the smoke from getting out 

 of the wires. A "Smoke Loop" of sorts. In the case of the "smoked" 

 workstation recently, you should notice that this was a conventional 

 single power strip installation. 

 

 Since color is perceived by the cone shaped receptors in our eyes, and 

 cones require more light that their rod shaped counterparts. Is the sky 

 blue at night? 

 

 At night the process including contraction of the pupil is visual purple 

 by which the eye adapts to conditions of increased illumination when 

 facing 300 candle power redeflecting devices. 

 

 Since there is a spectrum of light that we as humans cannot see, I 

 support the theory that everything is going up in smoke, we just can't 

 see it. This may explain why the neighbors dog barks for no apparent 

 reason. 

 

 I think your basic understanding of smoke systems is remarkable. However 

 I find a flaw with your theory. The battery is a reusable storage device 

 for smoke. therefore, one would assume that some sort of one way valve 

 (we can call it a diode) should be needed to prevent pressure flooding 

 back into the system while at rest. Unlike the A/C system, the smoke 

 system is collecting darkness at the headlights and converting it to 

 smoke. This causes the system to fill up. The battery can contain much 

 higher pressures and volumes than the wires. If this pressure exceeds 

 the capacity of the wire, it will cause a rupture as you described. The 

 rupture can be controlled by a sacrificial device known as a fuse. Bu t 

 this still doesn't eliminate the problem. Perhaps a two way valve (zener 

 diode) is used to allow a small amount of pressure to return to the 

 system, and partially equalize. I find this theory unlikely though, due 

 to the increase in the force required to start the pump (which is now 

 under pressure) working again... 

 

 The smoke continues circulating through the system, due to the pressure 

 differential in the battery (smoke pressure/vacuum reservoir). When the 

 reservoir becomes depleted, the pressure simply equalizes everywhere in 

 the system (similar to an A/C system when it's turned off) and stuff 

 just wont work. Notice the relations: Work (W) = Force (F) x Distance 

 (D); Force (F) = total difference in pressure (Dp) x Area (A). 

 Therefore, the work done in a pressure system is: Dp x A x D. If the 

 pressure differential (Dp) is reduced to zero then W = 0 x A x D = 0. 

 

 The smoke only escapes the wires when a path is created b etween the 

 pressure differential areas ((at) either the reservoir or the pump) that 

 has too little restriction. When this happens, the smoke travels through 

 the wires so fast that the friction between the smoke and the outer 

 walls of the wiring heats the wires until they rupture. The smoke 

 continues to escape until its pressure is equalized with the atmosphere, 

 or until the conduit that provides the path between pressure areas is 

 severed. When this happens, the sudden drop in pressure allows the wires 

 to "collapse" slightly and, being soo hot, as the edges of the ruptures 

 and severed ends touch, the material becomes fused, sealing the system 

 and retaining the remaining smoke. 

 

 Don't forget, when the system is at rest, all the valves, (switches and 

 relays) are closed, keeping the pressure areas separated. When 

 restarting the pump, as long as everything is OK, the smoke pressure is 

 equal on both sides of the pump and there is no net force on the pump 

 when it begins operating again. Also, within the pump there are 

 pressure/volume actuated one-way valves with restrictors built in, 

 arranged in such a way that they keep excess smoke volume recirculating 

 through an integral smoke loop, which maintains the pressure within 

 manageable limits. 

 

 The excess smoke, created by the light/smoke converters (headlights and 

 other darkness absorbing devices), is changed back to darkness and 

 dissipated in small unit concentrations so its dark effect is not 

 locally observed. The smoke pump impeller (stator), converts smoke into 

 magnetic flux which does work on the engine. Some of the excess work 

 energy is dissipated through the cooling system and exhaust in the form 

 of heat, while the remaining work energy is converted back to smoke and 

 distributed evenly in small concentrations as you drive. This maintains 

 the total quantity of smoke in the system at an average that does not 

 change over time.  



On Tue, Mar 18, 2008 at 7:43 PM,  <frank.phyllis(at)mindspring.com (frank.phyllis(at)mindspring.com)> wrote:

[quote] --> AeroElectric-List message posted by: <frank.phyllis(at)mindspring.com (frank.phyllis(at)mindspring.com)>

 

 Last evening I experienced smoke in the cockpit of my Kitfox--912S.

 

 First, I want to thank Bob N for convincing me of the importance of

 using Z16, incorporating an E-Bus circuit.  Worked great and reduced the

 load on my "little" motorcycle battery so that I maintained > 11.5 v for

 the 15 min duration of my flt.

 

 It was twilight & I had Whelan strobe & nav lights on, near max elec

 capacity for the 912 generator.  I threw on the landing lt to see what

 the added load would do to the system.  (Probably not a smart move)

 Immediately the system voltage, normally runs 13v, began dropping, so I

 turned the landing lt off after a few seconds.

 

 I then began doing a series of steep climbs at slow airspeed.  After

 about five min I noticed a burning odder, thinking to myself "someone

 must be burning trash and I'm in the trail of smoke."  After about 30

 seconds I noticed smoke coming from under the instrument panel and a

 much stronger burning odder.  I dropped the nose of the airplane--no

 more smoke.

 

 At that moment my GRT EIS warning lt flashed and I noticed the system

 voltage below 11 v.  I turned on the E Bus switch and off on the main.

 Voltage came up--12 v I think.  No odder or smoke or falling voltage.

 

 After a few minutes I decided to try the main switch again, pulling in

 the battery relay and alternator.  Voltage began to climb above 12 v to

 about 12.5 v.  I added strobe & nav lt again causing an immediate

 reversal in voltage trend and warning lt came on again as it plunged

 below 11 v.  Again I went to E Bus an off main.  I landed uneventfully.

 

 My guess is the relay over heated with the momentary excessive

 electrical draw (does that happen?) causing the smoke.  Any Ideas?  I

 assume I need to replace the regulator???  What would you recommend as a

 replacement regulator/source.  Anything else??????

 

 Thanks

 

 Frank

 N5929

 

 

 

 

 

 [b]

dalexan48(at)dslextreme.c
Guest

Posted: Wed Mar 19, 2008 6:12 am Post subject: Smoke

For those of you out there that own, have owned, may own or have worked on 

anything British:



What are the three positions of a Lucas headlight switch?

1) Dim

2) Flicker

3) and Smoke



Now let's not mention Lucas in a aviation newsgroup again...or Microsoft. 

The blue screen of death takes on a WHOLE new meaning when you MS powered 

glass screen goes belly-up in the scud.



Dale Alexander

Trying to build something, probably never finish it...



________________________________  Message 8 

_____________________________________

 	  Quote: 	
		  



 Time: 08:50:01 PM PST US

 From: "Sam Hoskins" <shoskins(at)MCHSI.COM>

 Subject: Re: Smoke



 *Positive ground depends upon proper circuit functioning, the

 transmission of negative ions by retention of the visible spectral

 manifestation known as "smoke". Smoke is the thing that makes electrical

 circuits work; we know this to be true because every time one lets the

 smoke out of the electrical system, it stops working. This can be

 verified repeatedly through empirical testing.

jon(at)finleyweb.net
Guest

Posted: Wed Mar 19, 2008 6:37 am Post subject: Smoke

Yeah, no doubt.  While we're at it:

  

 1. NEVER fly behind a Lycoming (or pick your most hated brand). They are the most dangerous engine ever built.  I had one die on me in 1961 and have never flown one since.

 2. NEVER purchase a Ford (or pick your most hated brand).  I owned a 1952 that got horrible mileage and always needed work. They are terrible products.

 3. DO NOT operate a computer.  I tried to use one once but didn't know what I was doing. It got is so screwed up that it wouldn't work - OBVIOUSLY someone else's fault (pick your most hated vendor).

 4. ABSOLUTELY NEVER EVER use a calculator.  I had one once that pinched my index finder between the keys - horribly dangerous machines!!

 5. STAY AWAY from telephones. Someone called me once trying to sell me something.  They are works of Satan and huge time wasters.

  

 Jon

 PLEASE do not archive

  

 

--

nuckolls.bob(at)cox.net
Guest

Posted: Wed Mar 19, 2008 7:45 am Post subject: Smoke

At 08:43 PM 3/18/2008 -0400, you wrote:



 	  Quote: 	
		  



Last evening I experienced smoke in the cockpit of my Kitfox--912S.



First, I want to thank Bob N for convincing me of the importance of

using Z16, incorporating an E-Bus circuit.  Worked great and reduced the

load on my "little" motorcycle battery so that I maintained > 11.5 v for

the 15 min duration of my flt.



It was twilight & I had Whelan strobe & nav lights on, near max elec

capacity for the 912 generator.  I threw on the landing lt to see what

the added load would do to the system.  (Probably not a smart move)

Immediately the system voltage, normally runs 13v, began dropping, so I

turned the landing lt off after a few seconds.



I then began doing a series of steep climbs at slow airspeed.  After

about five min I noticed a burning odder, thinking to myself "someone

must be burning trash and I'm in the trail of smoke."  After about 30

seconds I noticed smoke coming from under the instrument panel and a

much stronger burning odder.  I dropped the nose of the airplane--no

more smoke.



At that moment my GRT EIS warning lt flashed and I noticed the system

voltage below 11 v.  I turned on the E Bus switch and off on the main.

Voltage came up--12 v I think.  No odder or smoke or falling voltage.



After a few minutes I decided to try the main switch again, pulling in

the battery relay and alternator.  Voltage began to climb above 12 v to

about 12.5 v.  I added strobe & nav lt again causing an immediate

reversal in voltage trend and warning lt came on again as it plunged

below 11 v.  Again I went to E Bus an off main.  I landed uneventfully.



My guess is the relay over heated with the momentary excessive

electrical draw (does that happen?) causing the smoke.  Any Ideas?  I

assume I need to replace the regulator???  What would you recommend as a

replacement regulator/source.  Anything else??????


	


    Do we know exactly where the smoke was coming from?

    Is the relay visibly damaged or the regulator?



    The fact that your voltage started to come up when

    you re-energized the alternator suggests that the

    rectifier-regulator was not killed. Try making a

    hard connection to bypass the control relay and

    do a ground run to see if the bus voltage comes

    up . . . do this with a fully charged battery

    so that you don't have to wait for the alternator

    to top off the battery.



    If I'm understanding your words, the relay is what

    failed. I'd like to get my hands on it for examination.

    I'd be pleased to send you a replacement but I suspect

    you can find one much faster locally.



    Bob . . .



        ----------------------------------------)

        ( . . .  a long habit of not thinking   )

        ( a thing wrong, gives it a superficial )

        ( appearance of being right . . .       )

        (                                       )

        (                  -Thomas Paine 1776-  )

        ----------------------------------------

tim2542(at)sbcglobal.net
Guest

Posted: Wed Mar 19, 2008 4:43 pm Post subject: Smoke

Lucas was the first to invent intermittent wipers....I'm told

Tim Andres



For those of you out there that own, have owned, may own or have worked on 

anything British:



What are the three positions of a Lucas headlight switch?

1) Dim

2) Flicker

3) and Smoke



Now let's not mention Lucas in a aviation newsgroup again...or Microsoft. 

The blue screen of death takes on a WHOLE new meaning when you MS powered 

glass screen goes belly-up in the scud.



Dale Alexander

Trying to build something, probably never finish it...



________________________________  Message 8 

_____________________________________

 	  Quote: 	
		  



 Time: 08:50:01 PM PST US

 From: "Sam Hoskins" <shoskins(at)MCHSI.COM>

 Subject: Re: Smoke



 *Positive ground depends upon proper circuit functioning, the

 transmission of negative ions by retention of the visible spectral

 manifestation known as "smoke". Smoke is the thing that makes electrical

 circuits work; we know this to be true because every time one lets the

 smoke out of the electrical system, it stops working. This can be

 verified repeatedly through empirical testing.

jindoguy(at)gmail.com
Guest

Posted: Wed Mar 19, 2008 8:09 pm Post subject: Smoke

Tim, How can you have a discussion of electricity without paying homage to Joseph Lucas, the discoverer of the short circuit? 



Rick



On Wed, Mar 19, 2008 at 7:38 PM, Tim Andres <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)> wrote:

 [quote]--> AeroElectric-List message posted by: "Tim Andres" <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)>

  

 Lucas was the first to invent intermittent wipers....I'm told

 Tim Andres

 

 For those of you out there that own, have owned, may own or have worked on

 anything British:

 

 What are the three positions of a Lucas headlight switch?

 1) Dim

 2) Flicker

 3) and Smoke

 

 Now let's not mention Lucas in a aviation newsgroup again...or Microsoft.

 The blue screen of death takes on a WHOLE new meaning when you MS powered

 glass screen goes belly-up in the scud.

 

 Dale Alexander

 Trying to build something, probably never finish it...

 

 ________________________________  Message 8

 _____________________________________

 >

 >

 > Time: 08:50:01 PM PST US

 > From: "Sam Hoskins" <shoskins(at)MCHSI.COM (shoskins(at)MCHSI.COM)>

 > Subject: Re: Smoke

 >

 > *Positive ground depends upon proper circuit functioning, the

 > transmission of negative ions by retention of the visible spectral

 > manifestation known as "smoke". Smoke is the thing that makes electrical

 > circuits work; we know this to be true because every time one lets the

 > smoke out of the electrical system, it stops working. This can be

 > verified repeatedly through empirical testing.

 

 

 

 

 

 

 

 

 

 [b]

aerobubba(at)earthlink.ne
Guest

Posted: Thu Mar 20, 2008 6:35 am Post subject: Smoke

Let us not forget that Lucas electric is why the Brits drink warm beer...



do not archive!



Glen Matejcek

rv9jim(at)juno.com
Guest

Posted: Thu Mar 20, 2008 10:47 am Post subject: Smoke

Ah yes,  Lucas,  the folks who invented darkness

Jim

frank.phyllis(at)mindspri
Guest

Posted: Sat Mar 22, 2008 4:17 pm Post subject: Smoke

Bob,



Today I ran the engine.  I was not sure how to make a "hard connection

to bypass the control relay" as you suggested.  So I just operated the

system normally.  Minimal load the voltage was initially 11.8 and then

went to 11.9 with the master on "alternator".  No further change after

about three minutes.  Looks like I may not be getting alternator input??

As I said, normally I get 13 v.  



I did not charge the battery before hand.



I pulled the covers off (cowling, etc).  The relay appears to be

undamaged.  I don't see any signs that would indicate it was "fried".



During the even I was unable to tell exactly where the smoke was

actually coming from--just from under the panel.



I've ordered another relay.  I'll plug it in and see what happens.  Any

other suggestions?



If it's the relay, I'd be happy to send you the old one.



Thanks for your help.



Frank

N5929



--

nuckolls.bob(at)cox.net
Guest

Posted: Sun Mar 23, 2008 8:05 am Post subject: Smoke

At 08:13 PM 3/22/2008 -0400, you wrote:



 	  Quote: 	
		  



Bob,



Today I ran the engine.  I was not sure how to make a "hard connection

to bypass the control relay" as you suggested.


	


    Take the relay out of the circuit. I.e. don't use the

    relay to control it, just let the alternator be ON

    all the time.



 	  Quote: 	
		     So I just operated the

system normally.  Minimal load the voltage was initially 11.8 and then

went to 11.9 with the master on "alternator".  No further change after

about three minutes.  Looks like I may not be getting alternator input??

As I said, normally I get 13 v.


	


    It should certainly be higher than 12v . . . the battery

    delivers energy at 12.5 and below, it gets charged at

    13.5 and above. Your normal operating voltage should be

    around 14.2 to 14.6 volts.



    What you've described suggests that alternator is either

    (1) not working due to failed rectifier/regulator or

    (2) not connected to the system due to a failed relay.

 	  Quote: 	
		  I did not charge the battery before hand.



I pulled the covers off (cowling, etc).  The relay appears to be

undamaged.  I don't see any signs that would indicate it was "fried".


	


    Hmmmm . . . I've never seen the aftermath of one of these

    relays going to toast. It has to have happened somewhere,

    sometime. Even the big guys go up in flames sometimes. See:



http://www.aeroelectric.com/Pictures/Contactors/6041_Contactor.jpg

http://www.aeroelectric.com/Pictures/Failures/6041_Contactor_Failure.jpg

 	  Quote: 	
		  During the even I was unable to tell exactly where the smoke was

actually coming from--just from under the panel.


	


    Where are your regulator and relay mounted? If they're

    under the cowl I'm wondering how you got smoke from either

    of these devices . . . the engine and people spaces are

    supposed to be pretty well isolated from each other.



 	  Quote: 	
		  I've ordered another relay.  I'll plug it in and see what happens.  Any

other suggestions?


	


    Yes, take the relay completely out of the circuit disconnect the

    two fat wires from the relay and hook them to each other.

    You can cut a little piece of metal (brass is best but a

    piece of tin can will work) as shown in:



http://www.aeroelectric.com/Pictures/Tools/Test_Equipment/Relay_Bypass_Test.jpg



    The technique here is "divide and conquer" . . . by taking

    the relay completely out of the equation, you can quickly

    find if it can be eliminated from the possible root causes

    of failure. However, at this stage of the investigation,

    if you could not see visible damage to the relay, I suspect

    that it is not root cause.



    Bob . . .

frank.phyllis(at)mindspri
Guest

Posted: Sun Mar 23, 2008 6:07 pm Post subject: Smoke

I bypassed the control relay as you suggested, Bob.  Started off with

voltage matching battery 12.25v and quickly (~15 seconds) climbed to

13v.



I then plugged the control relay back in.  Immediately got the same 13v.



I let the engine warm up (5 min).  Then set RPM to 3000.  Loaded system

with nav lts & strobes and it stayed at 13v.



Seems the problem has gone away. . .for the moment????  Not sure what

else to check.



Wind was a bit high to fly.  I'll take it up this week to see what

happens. 



 (I checked the battery before hand and it was 12.25 v.  After all the

testing it was 12.85v)



I'll come up on the net again if I have additional problems--even if I

can figure it out I'll let you know.



Thanks



Frank

N5929



--

nuckolls.bob(at)cox.net
Guest

Posted: Mon Mar 24, 2008 5:58 am Post subject: Smoke

At 10:03 PM 3/23/2008 -0400, you wrote:



 	  Quote: 	
		  



I bypassed the control relay as you suggested, Bob.  Started off with

voltage matching battery 12.25v and quickly (~15 seconds) climbed to

13v.



I then plugged the control relay back in.  Immediately got the same 13v.



I let the engine warm up (5 min).  Then set RPM to 3000.  Loaded system

with nav lts & strobes and it stayed at 13v.



Seems the problem has gone away. . .for the moment????  Not sure what

else to check.



Wind was a bit high to fly.  I'll take it up this week to see what

happens.



  (I checked the battery before hand and it was 12.25 v.  After all the

testing it was 12.85v)



I'll come up on the net again if I have additional problems--even if I

can figure it out I'll let you know.


	


   Hmmmm . . . watch your votlage in flight. If it doesn't get to

   something over 13.8 volts after you've been flying for awhile

   you need to investigate. Try running minimum loads. Everything

   OFF for awhile. Do you have a smart charger? Like:



http://tinyurl.com/2z2zta



or



http://tinyurl.com/29f2qp



   You need to make sure that you have a topped-off battery

   before you start a test flight. One of these critters will

   do the job. Then within say 30 minutes after takeoff, your

   bus voltage should be just over 14 volts. If not, your

   regulator is set too low and you're not going to fully

   charge your battery.



   Bob . . .

frank.phyllis(at)mindspri
Guest

Posted: Mon Mar 24, 2008 7:00 pm Post subject: Smoke

Bob

Is there a way to adjust the DUCATI voltage regulator?

Frank



--

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