Mag-Probe Testing Aircraft Solenoid Valves Is Critical

Testing Aircraft Solenoid Valves Is Critical

Aircraft Basic Fuel System Requirements & Testing Aircraft Fuel & Bleed Solenoid Valves

Testing aircraft solenoid valves is critical on all powered aircraft require fuel on board to operate the engine(s). A fuel system consisting of storage tanks, pumps, filters, valves, fuel lines, metering devices, and monitoring devices is designed and certified under strict Title 14 of the Code of Federal Regulations (14 CFR) guidelines. Each system must provide an uninterrupted flow of contaminant- free fuel regardless of the aircraft’s attitude. Since fuel load can be a significant portion of the aircraft’s weight, a sufficiently strong airframe must be designed. Varying fuel loads and shifts in weight during maneuvers must not negatively affect control of the aircraft in flight. Read More . . . . . .

VACCO Aircraft Bleed Air ValvesTesting Aircraft Solenoid Valves


VACCO BLEED AIR VALVES Bleed Air – Wikipedia

 Bleed air in gas turbine engines is compressed air that is taken from the compressor stage of the engine, which is upstream of the fuel burning section. In modern airliner engines, two regulator valves (Hi stage and Low stage) turn on and off automatically and are controlled by at least “…two air supply and cabin pressure controllers (ASCPCs) which open and close appropriate valves. Engine Bleed Air comes from the high stage or low stage engine compressor section. Low stage air is used during high power setting operation and high stage air is used during descent and other low power setting operations.”[1][2] Bleed air from that system can be used for internal cooling of the engine, cross-starting another engine, engine and airframe anti-icing, cabin pressurization, pneumatic actuators, air-driven motors, pressurizing the hydraulic reservoir, waste and water storage tanks. Some engine maintenance manuals refer to such systems as “Customer Bleed Air.”[3][4][5] Bleed air is valuable in an aircraft for two properties: high temperature and high pressure (typical values are 200–250 °C and 275 kPa (40 PSI), for regulated bleed air exiting the engine pylon for use throughout the aircraft).

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                Aircraft APU Fuel Control Valve

The Bartol Mag-Probe can Effectively Test Aircraft Fuel & Bleed Solenoid Valves.  Consistently Separating Mechanical from Electrical Problems in Seconds.

Testing Aircraft Solenoid Valves
Testing Aircraft Solenoid Valves

Since testing aircraft Bartol Research does not advocate discontinuing use of voltmeters, Fluke meters or any other voltage testers. We recommend initial testing of electrically operated solenoid valves & relays be accomplished using the Mag-Probe in order to separate electrical from mechanical malfunctions in seconds.  With the Mag-Probe, there is no need to disconnect relays on aircraft panels to perform a test.  All Electrically Operated Solenoid valves and relays can be tested while equipment is fully operational as the Mag-Probe does not require contact to conduct a test.  The Bartol Mag-Probe detects the magnetic field around the coil of a solenoid valve or relay. When the indicator light is on it confirms that current, continuity, and voltage are present.  The next step would be to troubleshoot for a mechanical problem.

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About the Author
Bob Bartol has spent his whole life working with electronics in almost every capacity and spent many hours in Physics classes. He currently holds 4 U.S. patents and has been making a living off one of the patents "The Bartol Mag-Probe" for over twenty years. Bartol Research's Mag-Probe now has a global reach and is dramatically reducing trouble shooting downtime anywhere a solenoid valve. relay, or contactor is used. F111 Air Force Projects - European Flight Competition January 1968 Bob attended electronics school in the Air Force. Upon graduation he was assigned to a fighter wing in Germany. During his assignment he prepared seven aircraft for European competition. The fighter wings aircraft won the competition. Bob then returned to the United States and taught advanced radar for two years. Two years later, he returned to Europe. During this assignment, Air Force headquarters Europe selected Bob to open a Precision Measuring Equipment Laboratory (P.M.E.L) in England. It was the first of its kind in the Air Force. Upon his return to the United States, Air Force headquarters assigned Bob to Air Force research command in Florida. This was strictly a scientific assignment for research and development. After three years he moved from Eglin AFB in Florida to Edwards Air Force Base in California where he had direct contact with the National Bureau of Standards and supported research and development aircraft. During this assignment, he designed a modification for the TF X fighter (F-111). This modification made possible an additional 9800 flying hours per year. The F111 was the first swing wing aircraft in history. General Dynamics completed the modification prior to acceptance by the U.S. Air Force. Modification of F111 Aircraft General Dynamics March 1968 As a result of increasing this flying time Bob Received an award from Edwards Air Force Base for Increasing flying time of the F111 by 9,800 hours per year. The Award was Presented by Colonel Grumbles to TSGT Bob Bartol on June 17, 1968

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