The KI-13K is an aircraft magnetic liquid compass used as an independent standby heading instrument. It is installed on airplanes and helicopters to provide a direct visual indication of magnetic heading when the main heading system is unavailable, unpowered or unreliable. Unlike gyro-magnetic systems such as GMK-1A, the KI-13K does not depend on external sensors or electrical heading channels. It works from the Earth’s magnetic field and remains useful as a backup reference for the crew. Electrical power is only needed for lighting, depending on the aircraft installation.
The compass works through the interaction of permanent magnets with the Earth’s magnetic field. The magnetic system is attached to the compass card, and the card rotates inside the liquid-filled bowl. A fixed lubber line on the compass glass shows the aircraft heading against the rotating card. This layout is different from many handheld compasses: the pilot reads the course number aligned with the aircraft’s forward direction. The instrument is simple in principle, but it must be installed and compensated correctly to give usable heading information in the cockpit.
The KI-13K compass bowl is filled with compass liquid, typically ligroin or a special alcohol-based solution depending on execution and maintenance documentation. The liquid damps oscillations of the compass card during aircraft vibration, maneuvering and turbulence. Without damping, the card would swing too much and the pilot would have difficulty reading a stable course. The liquid level and condition matter during inspection. Bubbles, leakage, contamination or sluggish movement of the card can make the compass difficult to read or unsuitable for aircraft use.
Aircraft structures, wiring, electrical equipment and steel parts can distort the magnetic field around the cockpit. For this reason, the KI-13K includes a deviation compensation device with small compensating magnets installed in the lower part of the housing. These magnets are adjusted during compass compensation so that the remaining deviation is reduced to acceptable values. The compass should not be treated as accurate simply because it points north. Its final accuracy depends on the installation point, nearby magnetic influences and proper deviation adjustment on the aircraft.
The KI-13K is usually mounted on the cockpit windshield frame, on the central glazing post, or on an upper cockpit panel where the crew can read it directly. The instrument must be aligned with the longitudinal axis of the aircraft. On aircraft such as An-2, An-24, An-26, Yak-18T, Yak-40, Yak-52, Tu-134, Il-76, Mi-2, Mi-8 and Ka-26, installation details depend on cockpit layout and aircraft documentation. The mounting position is chosen so that the compass remains visible and is affected as little as possible by local magnetic interference.
The “K” index identifies an execution without permanent radioactive luminous compound. The scale is adapted for use with red cockpit lighting, which is important for night operation and for aircraft where radioactive luminous materials are not permitted or are being replaced. This should be checked when ordering, because outwardly similar KI-13 series compasses can differ by scale marking, lighting execution, compensation arrangement and documentation. For supply, the exact designation KI-13K should be used, not just “KI-13 compass”.
During maintenance, the KI-13K is checked for card freedom, damping time, liquid condition, absence of leaks, glass condition, compensation device condition, mounting alignment and lighting circuit serviceability. The compass should return smoothly and should not stick when the aircraft changes attitude within the specified limits. For aviation supply, it is useful to confirm the passport or label, condition, storage history, lighting voltage, compass liquid condition and whether deviation compensation hardware is present. A visually clean compass may still require inspection before installation.
The ID-3 is an induction magnetic sensor used as the primary magnetic sensing element in GMK-1 aircraft heading systems, including GMK-1A and GMK-1G versions. The sensor detects the direction of the horizontal component of the Earth’s magnetic field relative to the aircraft longitudinal axis. Its signal is then used by the heading system for magnetic correction and initial alignment. The ID-3 does not display heading to the crew by itself. It works inside the GMK-1 system and sends magnetic course information to the correction and gyro units.
The ID-3 provides the magnetic reference used by the heading system. In magnetic correction mode, this reference helps correct accumulated azimuth drift of the gyro unit, such as the GA-6. During normal system operation, the gyro keeps the heading indication stable, while the ID-3 supplies long-term magnetic correction. This is important because a pure gyro reference drifts over time, and a raw magnetic signal can be unstable during aircraft maneuvering. The ID-3 gives the system the magnetic link needed to keep the heading reference tied to the Earth’s magnetic field.
Inside the ID-3 is an induction triangle made of three ferromagnetic probes mounted at equal angular spacing. These probes are excited by AC current, and the Earth’s magnetic field changes the magnetic condition of their cores. As a result, an electrical signal is induced in the output windings. The signal corresponds to the aircraft’s angular position relative to the magnetic meridian. This construction allows the heading system to convert the direction of the magnetic field into an electrical course signal that can be processed by the connected GMK-1 equipment.
The sensing element of the ID-3 is placed on a free gimbal suspension with a pendulum weight. This keeps the induction triangle close to the horizontal plane and reduces the influence of aircraft bank and pitch within the allowed limits. The sensor body is filled with silicone-based damping liquid, which reduces pendulum oscillations during flight. Without this damping, the sensor would react too sharply to vibration and aircraft movement, and the magnetic signal would become less stable. Correct filling condition and sealing are therefore important for reliable operation.
The ID-3 is installed away from strong magnetic interference. On fixed-wing aircraft, it is usually placed in a wingtip or another magnetically cleaner airframe area. On helicopters, including Mi-8-type installations, it may be installed in the tail boom or another approved location away from power wiring, steel structures and electrical equipment. This placement is necessary because onboard magnetic fields can distort the Earth-field measurement. Remaining deviation is then compensated in the heading system, normally through the correction mechanism such as KM-8.
The ID-3 is used with GMK-1 heading systems and may also be associated with other compatible heading systems such as TKS-P, depending on aircraft configuration. In the GMK-1 set, it works together with the GA-6 gyro unit, KM-8 correction mechanism, AS-1 matching unit, PU-26 control panel and cockpit heading indicators. The sensor should be checked as part of the full heading system. A fault may appear as poor magnetic correction, unstable heading agreement, excessive deviation, slow alignment or disagreement between magnetic and gyro channels.
When ordering the ID-3, the full designation and the target heading system should be stated clearly. It is also useful to specify whether the sensor is required for GMK-1, GMK-1A, GMK-1G or another compatible system. During inspection, technicians normally check housing sealing, connector condition, suspension freedom, damping liquid condition, electrical continuity and the quality of the signal in the system. Since the sensor is sensitive to magnetic fields and mechanical condition, storage history, documentation, passport data and test results are important for aircraft use.
The PU-26E is an aircraft control panel used with the GMK-1AE gyromagnetic heading system. It is installed in the cockpit and gives the crew access to the main operating controls of the heading system. The panel is used on helicopters such as Mi-8 variants and on some fixed-wing aircraft, including Yak-40-type installations, depending on equipment configuration. The “E” index identifies the export version of the equipment. In this version, the panel is matched with the GMK-1AE system and its related units, including the ID-3 induction detector, GA-6 gyro unit, KM-8 correction mechanism and AS-1 matching unit.
The PU-26E allows the crew to switch the heading system between its main operating modes. In gyro heading mode, the system uses the gyro unit as the main heading reference. In magnetic correction mode, the gyro heading is corrected by the magnetic channel through the induction detector and correction mechanism. The panel provides fixed switching positions for these modes, so the crew can select the required logic for the flight conditions. Unlike some base versions of the PU-26 family, the PU-26E export configuration does not include the astro-correction mode.
The panel includes a control for fast course synchronization. In magnetic correction mode, pressing the synchronization control activates the matching system and allows the heading system to remove the difference between the gyro heading and the magnetic channel. This function is used when the crew or maintenance personnel need the system to bring the gyro reference into agreement more quickly than during normal slow correction. The synchronization lamp on the front panel indicates the matching process and goes out when the system is ready for normal operation.
The PU-26E includes a latitude correction setting. This is needed because a free gyro has apparent drift caused by Earth rotation, and the correction depends on the geographic latitude of flight. The crew sets the current latitude by the scale and control on the panel. The correction signal is then used by the heading system to reduce gyro drift in operation. If the latitude setting is wrong, the gyro heading may drift faster than expected, especially during longer operation in gyro heading mode. For this reason, the latitude scale is not just an auxiliary marking; it is part of the heading system adjustment.
The PU-26E also contains adjustment elements used to compensate technical drift of the gyro system. These balancing potentiometers are located on the inner or rear side of the panel near the connector area, depending on execution. They are not controls for routine pilot use. They are adjusted during maintenance or system setup according to the technical documentation. Incorrect adjustment can affect drift compensation and heading stability, so these elements should be handled only as part of an approved GMK-1AE adjustment procedure.
The PU-26E is usually mounted on the right or central cockpit console, where the crew can reach the mode switch, synchronization button, latitude setting control and observe the readiness / synchronization indication. The panel is compact, but it is a functional control center for the heading system. During maintenance, technicians check the condition of the switches, lamp indication, panel lighting, connector, latitude setting mechanism and signal response in the connected system. The panel should be tested together with the AS-1, GA-6, ID-3 and KM-8, not only as a separate box.
When ordering the PU-26E, it is important to specify the full designation and confirm that the requirement is for the export GMK-1AE version. The drawing or passport reference 6Zh3.624.002-2 should be used where applicable. Similar PU-26-family panels may differ in mode positions, markings, connector layout, lighting and compatibility with the installed heading system. For aircraft supply, the condition, passport, label, test status and compatibility with the aircraft wiring diagram should be checked before installation.
The SSP-2I-RM is an aircraft mounting socket and connector used for installing fire warning sensors in protected aircraft compartments. It is commonly used with DPS and DTBG type fire detectors in SSP-FK fire warning systems. In maintenance language, this part may be called the “DPS tail,” because it forms the local connection point between the detector and the aircraft wiring harness. Its role is simple but important: it holds the sensor in the required position and provides a stable electrical connection to the fire warning circuit.
The SSP-2I-RM is used where fire detectors are installed directly in engine bays, gearbox areas, heater compartments, or other fire-risk zones. The detector itself reacts to thermal conditions, while the socket provides the mechanical and electrical interface. If the socket contact is weak, corroded, loose, or damaged, the executive block may receive an incorrect signal even if the detector is serviceable. For this reason, the socket is normally checked together with the DPS / DTBG sensor, the wiring harness, and the SSP-FK-BI executive block.
The SSP-2I-RM is a two-contact round connector intended for two-wire sensor circuits. In aircraft fire warning systems, DPS or DTBG sensors are often connected in groups, and the socket becomes part of that series chain. A fault in one socket can affect the whole group, especially where several sensors are connected to one channel. During troubleshooting, technicians normally check contact continuity, insulation condition, mechanical locking, wire condition, and whether the sensor is seated correctly in the socket.
The socket is built for harsh aircraft compartments, not for clean panel installation. The body is made from a corrosion-resistant metal alloy and is intended to tolerate vibration, temperature changes, fuel vapors, oil, hydraulic fluids, and general contamination typical of technical bays. The connector must keep the detector fixed under vibration and aircraft movement while still allowing removal for inspection or replacement. Damage to the body, threads, bayonet section, contacts or locking surfaces can make the sensor installation unreliable.
The SSP-2I-RM usually includes a protected cable outlet, often with a flexible metal braid or metal hose section. This protects the wires from mechanical rubbing, local heat exposure, debris, and vibration. In fire-risk compartments, the first stage of protection is especially important because wiring must remain intact long enough for the system to detect the fire and transmit the signal. A broken braid, exposed wire, poor crimp, loose shield or damaged insulation should be treated as a serious defect, not as a minor cosmetic issue.
SSP-2I-RM sockets are installed in the same zones where DPS or DTBG fire detectors are mounted. On aircraft and helicopters, this may include engine compartments, main gearbox areas, heater zones, and other protected technical spaces. The exact position depends on the aircraft fire warning system layout. The socket should not be relocated only for easier access, because sensor position affects fire detection quality. Replacement should follow the aircraft maintenance manual, wiring diagram, and approved sensor installation scheme.
When ordering SSP-2I-RM, it is useful to specify whether the requirement is for the socket only, a socket with cable tail, a complete detector connection assembly, or installation hardware. The intended sensor type should also be stated: DPS, DPS-1AG, DTBG or another approved detector. Before installation, the part should be checked for contact condition, body damage, thread or bayonet wear, metal braid integrity, wire insulation, connector cleanliness, and compatibility with the SSP-FK / SSP-FK-BI fire warning system.
The SSP-FK-BI Series 2 is the executive block of the SSP-FK aircraft fire warning system. It receives signals from thermal fire sensors installed in protected aircraft compartments and forms the output commands for cockpit warning and fire-protection circuits. In practical terms, this block is the central switching and processing unit of the system. It connects sensor loops from engine bays, gearbox compartments or other fire-risk zones with warning lamps, sound indication, system test circuits and, depending on aircraft configuration, fire-extinguisher release circuits.
The SSP-FK-BI Series 2 continuously monitors signals from connected fire sensors, typically DTBG or DPS type sensors according to the aircraft documentation. The system reacts to fire conditions by evaluating the signal produced by sensor groups installed in the protected zones. When the required threshold is reached, the block switches the corresponding output circuits and sends a fire signal to the cockpit indication system. The block itself does not detect flame visually and does not store extinguishing agent. It processes electrical sensor signals and activates the required aircraft circuits.
Besides warning the crew, the SSP-FK-BI Series 2 may take part in the control chain for fire-extinguishing bottle actuation. In aircraft systems, this can include electrical circuits leading to pyrotechnic cartridges on fire-extinguisher bottle valve heads. Depending on the aircraft logic, the release may be automatic or commanded manually from the pilot’s fire-protection panel. This means the block should always be checked as part of the complete fire-protection system: sensors, wiring, cockpit controls, warning lamps, circuit breakers, pyrotechnic release circuits and extinguisher bottles all matter.
The SSP-FK-BI Series 2 is usually installed in a technical or radio compartment, away from the protected hot zones. On Mi-8 / Mi-17 family helicopters, blocks of this type may be installed in the radio compartment or another dedicated equipment area depending on the modification. The location protects the block from direct heat exposure while keeping it connected to the sensor harnesses and aircraft control circuits. Before replacement, the installer should check the mounting position, connector type, wiring diagram, controlled zones and aircraft modification.
One SSP-FK-BI Series 2 block can serve several independent fire-warning channels. The actual number of zones and connected sensors depends on the aircraft installation. In a typical system, sensors are connected in groups and routed to individual channels so that the aircraft can identify the protected area where the fire signal appeared. Some configurations use multiple SSP-FK-BI blocks on one aircraft, especially where several protected compartments are covered. For supply and repair, the channel count and sensor grouping should be checked against the aircraft wiring scheme.
The SSP-FK-BI Series 2 supports operational system checks from the cockpit without releasing the extinguishing agent. This is important during pre-flight and maintenance procedures, because the crew or technician must verify the warning circuits before operation. The block interacts with fire-protection switches, test selectors, warning lamps, circuit protection devices and other aircraft systems. In some aircraft, the fire warning signal may also be connected with voice warning equipment or flight data recording systems. These connections depend on the specific aircraft electrical scheme.
When ordering the block, the full designation SSP-FK-BI Series 2 should be stated together with the decimal drawing number DM4.568.019-01 if required. It is also useful to specify whether the request is for one executive block, a complete SSP-FK system set, sensors, sockets, connectors or wiring accessories. Before installation, the block should be checked by passport, storage condition, connector integrity, category, serviceability, compatibility with DTBG / DPS sensors and compliance with the fire-warning system documentation of the aircraft.
The T-82K is an aircraft thermocouple used in thermoelectric temperature measuring sets of the TST-282 and TST-282S type. It is installed directly in the exhaust gas flow of an aircraft engine or auxiliary power unit and generates a thermoelectric signal proportional to gas temperature. The thermocouple is a sensing element, not a cockpit indicator. Its signal is transmitted to the temperature indicator through the measuring circuit and is used for monitoring engine thermal condition.
The operating principle is based on thermoelectromotive force generated by the chromel-alumel thermocouple junction when heated by exhaust gases. As gas temperature rises, the thermoelectric voltage changes and the connected indicator displays the corresponding temperature value. In the TST-282 system, the signal can be used by a magnetoelectric indicator without a separate external power source for measurement. Correct indication depends on the thermocouple, compensation wiring, terminal block and indicator condition.
The thermocouple works as part of the TST-282 / TST-282S temperature measuring set together with the TST-2 indicator, compensation wiring and connection elements. A typical set may include two T-82K or T-82S thermocouples, depending on the configuration. The thermocouple leads are connected through heat-resistant wires with tips to the terminal block or associated connection hardware. Poor contact, damaged insulation or incorrect polarity of thermocouple wires can lead to wrong temperature readings.
T-82K is used for direct measurement of exhaust gas temperature in aircraft engines and auxiliary power units. One typical application is the AI-9V auxiliary power unit, where exhaust gas temperature must be monitored during start and operation. The thermocouple may also be used in systems installed on helicopters and aircraft equipped with TST-282 or TST-282S temperature indication equipment. Exact applicability depends on the engine, APU type, temperature set version and aircraft maintenance documentation.
Before ordering, the full thermocouple designation should be checked against the aircraft parts catalog, engine documentation or TST-282 set passport. Similar thermocouples may differ by mounting flange, wire length, head dimensions, terminal type and permitted temperature range. For correct selection, provide the aircraft type, engine or APU type, installed temperature measuring set, required quantity and a photo of the existing thermocouple or passport entry. The product is also known under alternative designations T-82K, T-82S and Т-82К.
TST-2 is an aircraft temperature indicator used in thermoelectric temperature measuring systems. The instrument is intended for remote measurement and visual indication of the average gas flow temperature in aircraft engines. It operates as the cockpit indicating unit of a temperature measuring chain and receives an electrical signal from thermocouples installed in the engine gas path. The instrument itself does not contact the gas flow directly and does not measure temperature without the associated thermocouple circuit.
The indicator displays temperature based on the thermoelectric signal generated by connected thermocouples. When the hot junctions of the thermocouples are heated by engine gas flow, a small electrical signal is produced and transmitted to the measuring instrument. TST-2 converts this signal into pointer indication on the scale. This allows the crew or maintenance personnel to monitor engine thermal condition during operation and identify temperature deviations that may require attention.
TST-2 is used as the measuring indicator in the TST-282S thermoelectric thermometer set. In this system, the indicator works with T-82K thermocouples, a connection block, plug connector and related wiring. The thermocouple circuit and indicator must be treated as one measuring chain, because incorrect readings may result from damaged thermocouples, poor contact, wiring faults, connection block condition or indicator malfunction. The instrument is therefore normally checked together with the full temperature measuring set.
The indicator is used in aircraft engine temperature monitoring systems where exhaust gas or gas flow temperature must be measured remotely. It may be applied in systems for turboprop and turbojet engines, as well as in certain piston engine temperature measurement circuits. In helicopter applications, TST-2 is associated with the TST-282S set used for monitoring gas temperature in auxiliary or engine-related installations, depending on aircraft configuration and technical documentation.
Before ordering TST-2, the instrument marking, scale range, thermocouple graduation and set configuration should be checked against the aircraft documentation or product passport. The indicator may be supplied separately or as part of the TST-282S temperature measuring set. For correct selection, provide the aircraft type, engine or installation type, temperature measuring system designation, existing indicator marking and a photo of the scale or data plate. The product is also known under alternative designations TST-2, TST2 and ТСТ-2.
The T-102 is an aircraft thermoelectric temperature sensor used for exhaust gas temperature measurement in turbine engine systems. In Mi-8 parts catalogs it is listed as a thermoelectric temperature sensor without wire. The sensor is used in temperature measurement chains where the signal is generated directly by the thermocouple junction and then transmitted to onboard measuring equipment. In practical helicopter maintenance, T-102 is usually discussed together with the 2IA-6 exhaust gas temperature system.
The T-102 produces a low-level thermoelectromotive force that changes with gas temperature. This signal is not a normal voltage supply signal and should not be treated like an ordinary electrical line. It has to pass through thermocouple wiring and compensating connections before it reaches the amplifier and cockpit indicator. Because the signal level is small, poor contacts, mixed wiring materials or damaged insulation can create a temperature error that looks like a sensor fault.
In the 2IA-6 system, T-102 thermocouples are used as the primary sensors for measuring engine exhaust gas temperature. The set is arranged as two independent measurement channels, one for each engine. Technical descriptions of 2IA-6 mention a complete set of 28 T-102 thermocouples, with 14 sensors per engine. The sensors are connected in parallel to produce an averaged temperature signal from the engine gas path. This signal then goes through PK-6 transition blocks to the 2UE-6B Series 2 amplifier and the 2UT-6K cockpit indicator.
The T-102 is associated with TV3-117 and TV3-117VMA engine applications, including Mi-8 family helicopters and related installations. Catalog references also show use with AL-21, AI-9-3B and AI-24UB equipment, so the sensor should always be matched by the actual engine and measuring system documentation. On Mi-8 / Mi-17 helicopters, T-102 works in the exhaust gas temperature chain used by the crew for monitoring engine condition during start, warm-up, takeoff and flight operation.
Before ordering T-102 thermocouples, the aircraft parts catalog and the 2IA-6 system documentation should be checked. It is important to confirm whether the request is for a single thermocouple, a full set for one engine, or a complete set for both engines. For correct selection, provide the helicopter type, engine type, installed temperature measuring system and the required quantity. The product is also known under alternative designations T-102 and Т-102.
PK-6 is an aircraft compensating transition block used in temperature measurement wiring. It is not a general industrial terminal strip, although the designation can look similar to non-aviation electrical products. In aviation use, PK-6 is part of the thermoelectric measurement chain for engine exhaust gas temperature systems. It connects thermocouple wiring with the onboard cable network and helps keep the measuring circuit matched correctly between the engine area and cockpit indication equipment.
The main function of PK-6 is to provide a transition point for compensation thermoelectrode wires coming from engine thermocouples. In exhaust gas temperature systems, very small thermoelectric signals are used, so ordinary wire joints can introduce measurement error if the connection is not arranged correctly. The transition block helps reduce the influence of ambient temperature at the junction between thermocouple wiring and the aircraft harness. This is why PK-6 should be treated as part of the measuring system, not just as a simple connector.
PK-6 is used in dual exhaust gas temperature measuring systems such as 2IA-6. In this chain, thermocouples installed in the gas path of TV2-117 or TV3-117 engines send thermoelectric signals through the wiring to the PK-6 transition blocks. From there, the signal goes to the 2UE-6B amplifier and then to the 2UT-6K cockpit indicator. The same temperature system may also work alongside RT-12-6 engine temperature regulators. A fault in this area can look like a bad indicator or amplifier, so the transition block and wiring should also be checked.
PK-6 is mainly associated with Mi-family helicopters, including Mi-8, Mi-17 and Mi-24. It is used in onboard cable routes that connect the engine compartment, nacelle area or powerplant wiring with fuselage equipment and cockpit indication circuits. These locations are exposed to vibration, temperature changes and contamination from aviation fluids, so contact condition and correct wiring are important. The exact installation depends on the helicopter modification, engine type and temperature measurement system fitted on the aircraft.
Before ordering PK-6, the marking should be checked against the aircraft parts catalog and the temperature measurement system diagram. This is especially important because “PK-6” may also refer to ordinary industrial terminal blocks that are not suitable for aircraft temperature measurement systems. For correct selection, provide the helicopter type, engine type, associated system such as 2IA-6, and the required part number from the logbook or parts list. The product is also known under alternative designations PK-6 and ПК-6.
The DMR-600T Series 4 is an aircraft differential-minimum relay used in DC power supply systems. It controls connection of a generator or starter-generator to the aircraft bus and disconnects it when the generator can no longer safely feed the network. The relay is used with DC generators and starter-generators operating in aircraft electrical systems with a nominal 28.5 V network. In service, it is checked together with the generator, voltage regulator, power cables, cockpit controls, bus contactors and indication circuits.
The relay closes the main circuit when generator voltage rises above the aircraft bus voltage by the required margin. This prevents early connection during generator run-up and avoids loading the source before it is ready. After connection, the relay carries the main generator current through its power contacts. On installations using starter-generators such as GS-18TO, the DMR-600T Series 4 forms part of the generator operating circuit together with the RN-180 voltage regulator and the DC distribution system. The relay itself does not regulate voltage; it switches and protects the connection to the bus.
One of the main functions of the DMR-600T Series 4 is reverse current protection. If generator voltage drops below the bus voltage and current starts flowing back from the aircraft network into the generator, the relay opens the circuit. This prevents the generator from operating as an unwanted motor load. The relay also blocks incorrect connection in case of reverse polarity. In some aircraft schemes, the unit can support disconnection when the power lead between the generator and relay is damaged, depending on the external wiring used on the aircraft.
The DMR-600T Series 4 supports automatic operation and also allows remote manual control from the cockpit, if this function is provided in the aircraft circuit. The crew can switch the generator connection according to the operating procedure, while the relay still performs its protective functions. The unit can also provide a signal for cockpit indication, showing whether the generator is connected to the common DC bus. During troubleshooting, indication faults should be separated from power contact faults, since lamp circuits, control wiring and relay operation are different parts of the same system.
Before ordering a DMR-600T Series 4 relay, the exact series and marking should be checked against the aircraft parts catalog, wiring diagram, or product passport. The letter “T” indicates heat-resistant execution, and the series number matters for interchangeability. A visually similar relay may not match the required aircraft circuit if the terminal layout, control circuit, or protection settings differ. The product is also known under alternative designations DMR-600T Series 4 and ДМР-600Т серия 4.
The EMT-244, including the EMT-244A modification, is an aircraft DC push-type plunger electromagnet. It is used as a small actuator in anti-icing systems of Soviet and Russian helicopter powerplants. The unit receives power from the onboard DC network and extends its plunger to move the linked part of the valve mechanism. It is not a control unit by itself. In the system, it works as the electromechanical element that physically acts on the air valve or spool.
In helicopter anti-icing systems, the EMT-244 controls the air spool of the anti-icing valve. When voltage is applied, the electromagnet extends the rod and opens the valve for hot air bleed from the engine compressor. This hot air is then directed to heat the inlet guide vanes and engine air intake areas. The task of the electromagnet is simple but specific: it gives the valve the initial mechanical movement needed for switching the anti-icing air path.
The EMT-244 / EMT-244A is associated with Mi-8 and Mi-17 helicopter installations, including engines of the TV2-117 and TV3-117 families, depending on aircraft version. In such systems, one actuator may be installed for each engine anti-icing valve. The unit is also known from Mi-24 powerplant control assemblies and earlier Mi-2 applications. The exact installation must be checked by aircraft type, engine version and anti-icing system diagram.
The electromagnet works with cockpit anti-icing controls, onboard DC wiring, relays, the anti-icing valve body, air spool, rods and return elements of the mechanism. If the valve does not open, the fault is not always inside the electromagnet. The cause may be missing power, a wiring fault, a sticking valve, incorrect adjustment, or mechanical resistance in the linked part. For this reason, troubleshooting normally includes both electrical and mechanical checks.
Before ordering EMT-244 or EMT-244A, the marking should be compared with the aircraft parts catalog, engine system documentation or repair records. The EMT-244 family includes several modifications, including EMT-244A through EMT-244D, so the exact version matters. Externally similar units may not always match the required installation. The product is also known under alternative designations EMT-244, EMT-244A, ЭМТ-244 and ЭМТ-244А.
UVOP-1 Series 2 is a ground selection, display and conversion unit used for checking aircraft parametric information systems. It is intended for work with onboard recording equipment such as MSRP-A-01, MSRP-A-02, BUR-1-2 and BUR-1-4. The unit is used in laboratory conditions, during adjustment on aircraft systems, and during scheduled maintenance when technicians need to check whether the recording channels, signal paths and output circuits are operating correctly.
The unit can imitate the main input signals used by onboard conversion and recording devices. This makes it useful when the technician needs to check a recorder or a related unit without relying only on live aircraft signals. UVOP-1 Series 2 can reproduce typical signal types used in parametric recording systems, including DC voltage levels, synchro and selsyn related signals, and voltage ratio signals. In practice, this helps isolate whether a fault is in the recorder, the aircraft wiring, the sensor chain or the ground test setup.
UVOP-1 Series 2 can also work as part of the SNUO-1 specialized ground information processing device. In this configuration it acts as a selection and output unit for sending information to the GU-1 graphic device. The purpose is to present flight parameters in graphical form, normally in relative values. This is useful when maintenance personnel need to review selected parts of a recorded flight or compare parameter behavior across a specific section of the record.
The unit supports search and selection of the required recording section by identification data or by time. Depending on the information available in the record, the operator may search by aircraft number, flight number, date, or by the start and end time of the required fragment. This function is useful when the full record is long and only a specific operating period has to be reviewed. The unit also provides visual indication and prepares selected information for external registration.
UVOP-1 Series 2 may be supplied in different configurations. The main difference is usually the harness set, since the required cables depend on the recorder type and the ground processing equipment used by the operator. Before ordering, the required harnesses should be checked against the operating manual for the onboard recording device and the SNUO-1 ground processing unit. For mixed fleets, it is better to provide the recorder type, aircraft application and required connection scheme. The product is also known under alternative designations UVOP-1 Series 2 and УВОП-1 серия 2.
The VU-6A is an aircraft rectifier unit used in onboard electrical power systems. It converts three-phase AC power into DC power for aircraft consumers that operate from the 28.5 V DC network. The unit is not a battery and not a voltage regulator. It is a secondary power source connected to the aircraft AC system. In service, VU-6A receives AC input from the onboard three-phase network, rectifies it, and supplies DC power to the connected busbars and distribution circuits.
During operation, VU-6A takes three-phase 200 V, 400 Hz AC power and converts it into 28.5 V DC. This DC output is then used by aircraft systems connected to the onboard direct current network. The unit works continuously while the aircraft electrical system requires DC supply from the AC source. If the output voltage becomes unstable, the fault is not always inside the rectifier. The AC input line, phase condition, connectors, cooling, load level, and downstream distribution circuits should also be checked.
The VU-6A is built as a combined unit in a single housing. Its main parts include a step-down three-phase transformer, a rectifier block with silicon diodes, a forced cooling system, and a monitoring section. The transformer lowers the incoming AC voltage to the level required by the rectifier section. The rectifier block converts AC into DC. The fan, driven by an electric motor, removes heat from the power elements during loaded operation. Cooling is not a secondary detail here; without normal airflow, the unit may overheat even if the electrical section is serviceable.
VU-6A is used on Soviet and Russian aircraft and helicopters with applicable AC and DC power supply architecture. Typical applications include Mi-8, Mi-24, Tu-154, Il-76, An-72, Yak-42 and other aircraft types, depending on the onboard electrical configuration. In many installations, several rectifier units are fitted on the aircraft to provide redundancy. If one unit fails, the remaining rectifiers may continue to supply the required DC consumers, provided the aircraft electrical system is configured for that operating mode.
Before ordering, the installed rectifier marking should be checked against the aircraft parts catalog, electrical system documentation, or acceptance label. VU-6A and VU-6B are related rectifier units, but they should not be treated as direct replacements without documentation confirmation. The correct unit depends on the aircraft type, installation position, wiring, cooling arrangement, and required documentation. A clear request should include the unit designation, aircraft type, condition required, and a photo of the data plate if available. The product is also known under alternative designation ВУ-6А.
The 5349T is an aircraft air-oil radiator designed for cooling engine and main gearbox lubrication systems on helicopters. This version represents the right radiator, supplied as a standalone unit within the overall cooling system configuration.
The radiator provides heat dissipation of lubricating oil using ambient airflow, maintaining required temperature limits for engine and gearbox operation under varying flight conditions.
The unit is installed on helicopters of the Mi-8 family, including Mi-17, Mi-171, and Mi-172, where it functions as part of the standard oil cooling system for engine and transmission assemblies.
The radiator is configured as a dual-section heat exchanger for independent cooling of engine and gearbox oil circuits and operates as part of a paired left-right installation. The product is also known under alternative designations 5349T and ВМР 5349Т.
The 5349T is an aircraft air-oil radiator unit supplied as a комплект of left and right radiators, designed for cooling engine and main gearbox lubrication systems on helicopters. The unit operates as part of the onboard thermal management system, ensuring stable temperature conditions of critical assemblies during flight.
The radiator unit provides heat dissipation of lubricating oil using ambient airflow, maintaining required temperature limits for engine and gearbox operation. The combined left and right configuration ensures balanced cooling performance across the system under varying operational conditions.
The unit is installed on helicopters of the Mi-8 family, including Mi-17, Mi-171, and Mi-172, where it serves as a standard component of oil cooling systems for both engine and transmission assemblies.
The комплект consists of two radiators (left and right), each configured as a dual-section heat exchanger for independent cooling of engine and gearbox oil circuits. The unit is integrated into the aircraft lubrication system and is interchangeable with аналогичные radiator assemblies used in helicopter oil cooling systems. The product is also known under alternative designations 5349T and ВМР 5349Т.
The 2281B is an aircraft air-oil radiator designed for cooling lubrication oil in helicopter engine and main gearbox systems. The unit operates as part of the onboard thermal management system, ensuring stable operating conditions of critical assemblies during flight.
The radiator performs heat exchange between lubricating oil and ambient airflow, maintaining required temperature limits within engine and transmission lubrication systems. The design ensures effective cooling under varying operational and environmental conditions.
The unit is installed on helicopters of the Mi-8 family and its modifications, where it functions as a standard component of oil cooling systems for both engine and main gearbox circuits.
The radiator is constructed as a dual-section unit with independent cooling circuits for engine and gearbox oil. It is integrated into the aircraft lubrication system and is interchangeable with modern equivalents used in similar applications. The product is also known under alternative designations 2281B and ВМР 2281Б.
The TR-100/2 is a dual-channel aircraft adjustable transformer designed for stepwise regulation of AC voltage in onboard electrical systems. The unit is used for supplying consumers requiring stable and adjustable low-voltage output.
The transformer provides discrete output voltage adjustment via predefined steps, ensuring stable operation of connected equipment. Each channel operates independently within the specified power rating.
The unit is used in aircraft onboard power systems, including heavy transport helicopters, for supplying equipment requiring regulated AC voltage.
The transformer operates in 115 V / 400 Hz onboard AC networks and is designed for continuous operation. It is installed within aircraft electrical distribution systems. The product is also known under alternative designations TR-100/2 and ТР-100/2.
The 2UT-6K is an aircraft dual-channel temperature indicator used for visual monitoring of engine exhaust gas temperature. It is installed on the instrument panel and gives the crew a direct cockpit reading for two engines. The unit belongs to the engine monitoring system, not to the control or protection system itself. It shows temperature based on thermoelectric input from sensors installed in the engine exhaust gas path. On Mi-8 and Mi-17 helicopters, this type of indication is part of the normal engine operating control set.
In operation, the 2UT-6K receives thermoelectric signals from temperature sensors and displays the measured value with two independent pointers. Each channel corresponds to its own engine line. This lets the crew compare the temperature condition of both engines during start, warm-up, takeoff, climb and cruise operation. The indicator does not amplify the signal by itself in the same way as an electronic unit. It works as a magnetoelectric logometer instrument connected into the temperature measurement circuit.
The 2UT-6K is used on Mi-8 family helicopters, including Mi-17 versions, as part of the engine temperature monitoring system. It is normally connected with thermocouples, transition units, amplifiers and wiring assemblies used in the exhaust gas temperature measurement chain. In the same system group, related equipment may include 2UE-6B Series 2 amplifiers, PK-6 transition units and thermocouples such as T-93 type or equivalent sensors. The exact configuration depends on the helicopter modification and installed engine equipment.
The indicator is built as a dual-pointer cockpit instrument with two measurement channels in one case. The scale allows the crew to read exhaust gas temperature over the operating range, with coarse and fine indication depending on the instrument version and aircraft panel configuration. The measurement circuit is powered by the thermocouple electromotive force, while illumination is supplied separately from the aircraft lighting circuit. Because of this, loss of lighting does not necessarily mean loss of measurement, and loss of indication is not always an instrument fault.
Before ordering 2UT-6K, the marking should be checked against the aircraft parts catalog, instrument panel layout and temperature measurement system documentation. Similar temperature indicators may differ by scale, lighting voltage, connector type or approved installation. For correct selection, provide the helicopter type, installed measurement system, sensor type and a photo of the instrument data plate if available. The product is also known under alternative designations 2UT-6K and 2УТ-6К.
The NP-103A is an aircraft axial piston hydraulic pump designed for generation of high-pressure fluid flow in onboard hydraulic systems. The unit serves as a compact and reliable pressure source within aircraft hydraulic architecture.
The pump converts mechanical energy from the drive shaft into hydraulic energy and automatically regulates flow depending on system demand. It maintains stable pressure within hydraulic circuits through integrated control mechanisms.
The unit is used in aviation equipment and specialized hydraulic systems where high-pressure fluid supply is required for operation of control systems and actuators.
The pump operates as part of onboard hydraulic systems and is equipped with an internal regulator that adjusts plunger stroke to maintain constant pressure under varying load conditions. The product is also known under alternative designations NP-103A and НП-103А.
The NP34M-2T is an axial piston variable displacement hydraulic pump designed for operation in aircraft and helicopter hydraulic systems, as well as in ground test equipment. The unit functions as a pressure source within hydraulic power systems.
The pump converts mechanical energy from the drive shaft into hydraulic energy, generating flow under pressure and automatically regulating output depending on system demand. It ensures stable pressure control and efficient operation of hydraulic circuits.
The unit is used in aviation hydraulic systems and specialized ground installations, including aircraft and helicopter platforms where controlled hydraulic supply is required for operation of actuators and control systems.
The pump is installed via a flange connection to the engine accessory gearbox or drive system and operates in conjunction with onboard hydraulic systems. It is equipped with an internal regulator for automatic control of flow and pressure. The product is also known under alternative designations NP34M-2T and НП34М-2Т.
The GM-35 is a hydraulic motor designed for conversion of hydraulic energy into mechanical rotational motion within hydraulic drive systems. The unit operates as a rotary actuator in various mechanical transmission applications.
The motor converts fluid flow and pressure into torque and rotational speed, enabling controlled operation of driven components. It ensures stable performance under varying load conditions within hydraulic circuits.
The unit is used for driving gear mechanisms, rotating assemblies, and auxiliary equipment in hydraulic systems, including applications involving rotary reducers, buckets, and mounted equipment.
The motor consists of a housing with mounting flanges, output shaft, rotary piston group with distribution plate, valve mechanism, seals, bearings, and fluid ports. It is installed within hydraulic systems and connected via standard mounting interfaces. The product is also known under alternative designation GM-35 and ГМ-35.
The APD-30Bt is an aircraft engine start automatic control unit designed as an electromechanical programmed device for automated control of engine start processes within onboard systems of aircraft and helicopters.
The unit ensures the execution of a specified time sequence for turning on the starting system units, including the starter, ignition system and fuel supply, as well as control of the unit shutdown upon reaching the required parameters or completing the cycle.
The device is widely used on aircraft and helicopters, including platforms such as Tu-154, , Il-76 and Mi-series helicopters, where it supports automated start of main engines and auxiliary power units.
The control unit operates in conjunction with onboard electrical and engine systems, using a programmed timing mechanism to sequentially switch electrical circuits controlling relays, contactors, ignition units, and fuel valves. The product is also known under alternative designations APD-30Bt and АПД-30Бт.
The APD-88 Series 4 is an aircraft engine start automatic control unit designed as an electromechanical programmed device for automated control of engine start processes within onboard systems of helicopters and fixed-wing aircraft.
The unit controls the sequence of activation and deactivation of engine start system components, including starter operation, fuel supply, ignition systems, and transition to normal engine operation, ensuring execution of the start cycle according to a predefined timing program.
The device is used on helicopters and aircraft equipped with turboprop and turboshaft engines, including platforms such as Mi-8 (Mi-17), Ka-32, An-24, and An-26, where it supports automated engine start procedures.
The unit operates in conjunction with onboard engine systems and cockpit controls, using a cam-based programmed mechanism to generate control signals for ignition units, fuel valves, and starter contactors. The product is also known under alternative designations APD-88 Series 4 and АПД-88 серия 4.
The DA-200P is a combined aircraft flight instrument integrating multiple measurement functions within a single housing for monitoring aircraft motion parameters and spatial position during flight operations.
The instrument combines vertical speed indication, turn rate indication, and slip indication, enabling simultaneous monitoring of climb or descent rate, coordinated turn performance, and lateral aircraft balance.
The unit is installed in cockpit instrument panels of high-speed and maneuverable aircraft, including jet platforms, where continuous monitoring of flight dynamics parameters is required during various flight regimes.
The instrument operates using a combination of pressure-based measurement, gyroscopic sensing, and liquid-based indication, providing integrated visualization of key flight parameters in a single unit. The product is also known under alternative designations DA-200P, DA-200, and DA-200K.
The 2.003.013 receiver unit is the main electronic component of the ARK-15M automatic radio compass system, designed for reception, amplification, and processing of radio signals from ground-based transmitters within airborne navigation systems.
The receiver processes signals from loop and non-directional antennas, converting them into electrical signals suitable for direction finding and navigation data generation within the system architecture.
The unit is used in aircraft and helicopter navigation systems equipped with the ARK-15M radio compass and is installed on platforms including Mi-8, Tu-134, Tu-154, Il-76, MiG-23, Su-24 and other aircraft types.
The receiver operates as part of the ARK-15M system together with control panels, antenna units, matching devices, and indicators, supporting both direction finding and radio reception modes. The product is also known under designation 2.003.013.