246-3914-000 is a three-position tail rotor hub used in the variable-pitch tail rotor system of Mi-8MTV, Mi-17 and Mi-171 family helicopters. It forms the central mechanical unit between the tail gearbox and the three tail rotor blades. The hub supports the blade attachment points, transfers drive torque and receives pitch-control movement needed to vary tail rotor thrust.
The exact part number is essential when selecting this component. A visually similar hub or another 3914-family designation does not establish interchangeability. The applicable aircraft configuration, parent tail rotor assembly, matched blade set and individual component documentation must be checked before supply or installation.
The tail rotor counters main rotor torque and provides directional control around the helicopter vertical axis. Within this system, the 246-3914-000 hub carries three blade attachment positions and transmits rotation from the tail gearbox output flange to the blade set. Its articulated structure also allows the blade pitch to change in response to the tail rotor control mechanism.
During operation, the hub is subjected to torque, centrifugal forces, aerodynamic loads and repeated pitch-control movement. Correct attachment geometry, bearing condition, hinge movement and documentation are therefore important to the operation of the complete tail rotor. The hub is a mechanical assembly rather than a complete rotor and is supplied without treating the blades as part of the hub designation.
The 246-3904-000 Series 01 tail rotor is the parent assembly documented with one 246-3914-000 hub and one matched set of three 246-3925-00 tail rotor blades. These are separate part numbers: 246-3914-000 identifies the hub, while 246-3925-00 identifies the blade set.
The hub and blades must be selected as an approved matched combination. Maintenance documentation warns against installing a hub and blades from different sets unless they were statically balanced together by the manufacturer or an approved repair organization. When ordering, identify whether the requirement is for the hub only or for the complete 246-3904-000 Series 01 tail rotor assembly.
Technical documentation lists 246-3914-000 for Mi-8MTV, Mi-17 and Mi-171 helicopters. The associated rotor passport also covers configurations identified as products 240, 80MT, 171/AMT and 172/MTV, subject to the specified engine and tail rotor control arrangement, as well as the documented Mi-35MS installation. Applicability must be confirmed against the exact helicopter modification and installed rotor system.
The hub mounts on the tail gearbox driven-shaft flange. Pitch change is transmitted through the control rod inside the gearbox output shaft and the hub mechanism to the three blade positions. Installation, alignment, locking and balancing are maintenance operations that must follow the approved aircraft manual and component documentation.
For configurations covered by the current documentation, the stated time to first overhaul and overhaul interval are 1,000 operating hours, while the assigned service life is 3,000 hours. The calendar limit may be seven or eight years depending on the helicopter configuration. Within the assigned life, the calendar service time and number of hub repairs are determined by technical condition and the applicable records.
For a quotation, provide the required quantity, aircraft type and modification, parent tail rotor designation, required condition and document set. The individual passport or logbook should be used to verify manufacturing data, operating time, repair history and remaining resource for the particular unit. Aviamisto can confirm the available execution and supply terms for 246-3914-000.
SMK 28-1.4-1 is an incandescent lamp intended for red indication in compact aircraft panel fittings. Its red-coated glass envelope provides the required colored signal without an external filter. The exact designation matters because adjacent SM and SMK versions may use different bases, dimensions and electrical ratings.
The nominal supply is 28 V; the stated rating is 1.4 W. The published service-life value is 200 h. Red light through a colored envelope. These are identification values for the specified version, not a basis for replacing another lamp that merely looks similar.
The lamp combines a tungsten filament, a colored glass envelope and a S6s/10. Its dimensional description is: 5.5 mm bulb diameter; 17.2 mm length. The colored coating or colored glass is part of the optical function. Chips, deep scratches, discoloration, loose internal parts or damaged contacts are reasons to reject the lamp before installation.
Before ordering, compare the full designation, nominal voltage, electrical rating, base and available installation space with the aircraft equipment documentation. Fit the lamp only with the circuit isolated. Do not force the base into an incompatible holder, and keep the glass clean. Similar-looking clear, mirrored and colored aircraft lamps are not automatically interchangeable.
Order SMK 28-1.4-1 by its complete designation. If it is being selected for an installed instrument or luminaire, provide the equipment designation or maintenance reference so the interface can be checked. Related products are listed in Aircraft Lamps. The operating principle is described in the incandescent lamp reference.
8A-5103-220 is a mechanical flight-control assembly used in the control linkage of Mi-8 and Mi-8MT(V) helicopters. Its complete Russian technical name identifies it as the unit for longitudinal, lateral and pedal control together with collective-pitch control. The designation may also be written as 8A.5103.220 or in Cyrillic as 8А-5103-220. The exact part number is important because related helicopter modifications use separately designated assemblies, including 171A-5103-220 and 184-5103-220; these numbers should not be treated as automatically interchangeable.
The assembly belongs in the Control & Hydraulic Systems section rather than the electronic-control category. It is a mechanical distribution and transmission unit within the helicopter flight-control linkage. Selection should therefore be based on the illustrated parts catalogue, the helicopter modification and the exact installation drawing.
The unit combines four pilot-control paths in one installation: longitudinal cyclic control, lateral cyclic control, directional pedal control and collective-pitch control. These paths correspond to the helicopter pitch, roll, yaw and main-rotor collective functions. Movement introduced by the pilot is transmitted through rods, shafts and bellcranks, then passed toward the downstream control linkage and boost-control installation.
Documented parts within or immediately associated with the assembly include the 8A-5103-222 longitudinal-control shaft, 8A-5103-100 lateral-control shaft, 8A-5103-223 pedal-control shaft and 8A-5103-225 collective-control shaft. The assembly also contains supports, bearings, seals and multiple bellcranks that preserve the required geometry of each mechanical path. These parts explain the elongated structure visible in the product photograph and show why the complete assembly must be inspected as a coordinated mechanism rather than as an isolated lever.
In the Mi-8 installation, the 8A-5103-220 works with the cockpit controls and the mechanical rods that carry pilot inputs. The installation documentation identifies the 8A-5102-80 longitudinal-control rod and 8A-5102-55 lateral-control rod in the immediate linkage. The wider control system also includes the manual control column 8AT-5101-00-3 or -5, the RU-2 cyclic grip, the collective-control lever and the helicopter pedal mechanism. The exact connected rod and lever configuration depends on the airframe modification.
The unit must be aligned so that movement is transmitted without binding, unintended contact or incorrect angular travel. Fasteners, splined shaft connections, bearing supports, bellcranks and control-rod attachments are all relevant to installation quality. Approved rigging procedures and specified tightening values must be followed during installation; visual similarity alone is not enough to establish suitability.
Although 8A-5103-220 is primarily a mechanical control assembly, it operates within the same flight-control chain as the helicopter hydraulic boost equipment. The broader system includes the 8A-5104-200 or 8AMT-5104-200 booster installation and hydraulic control units such as KAU-30B and RA-60B. The 8AT-5103-550 hydraulic-stop cylinder is another associated component listed in the Mi-8 flight-control system.
This relationship does not mean that the control unit itself is a hydraulic actuator. Its role is to organise and transmit mechanical control movement through the four channels. Hydraulic boosters then provide the force assistance required by the rotor-control system. Troubleshooting must therefore consider the complete path from cockpit controls through the mechanical linkage, hydraulic boost components and final rotor-control mechanisms.
Before ordering, compare the complete designation, mounting base, shaft arrangement, bellcrank positions and attachment points with the removed assembly and approved helicopter documentation. Confirm the aircraft model, modification, quantity and required documentation. Related 171A-5103-220 and 184-5103-220 assemblies may perform a similar system function but remain separate part numbers until approved interchangeability is established.
8A-5103-220 is currently listed as out of stock. Aviamisto can review sourcing options when a confirmed requirement is received. Send the exact part number, helicopter modification, quantity, delivery destination and documentation requirements. Availability, condition, year of manufacture, photographs, passport and delivery terms will be confirmed for the specific unit offered.
LUN 6101.01-8 is a mechanically driven hydraulic pump associated with the main hydraulic system of the Aero L-39 Albatros aircraft. It converts shaft rotation into a pressurized flow of hydraulic fluid for aircraft consumers. The exact designation is important because the LUN family includes several pumps, valves and hydraulic units with similar numbering but different applications. In supply requests the unit may also appear as LUN6101.01-8, LUN 6101-8 or the Cyrillic form ЛУН 6101.01-8; the complete marking on the required unit and its documentation should be checked before ordering.
The hydraulic system of the Aero L-39 Albatros uses pressurized fluid to operate aircraft mechanisms that require controlled force. The LUN 6101.01-8 pump serves as a pressure source for this system. Hydraulic power is used by functions such as landing-gear operation, flap movement, speed-brake actuation and wheel braking according to the aircraft modification and system configuration. The pump therefore belongs to a safety-relevant circuit and must be selected, installed and tested in accordance with the applicable aircraft maintenance documentation.
Public Czech aircraft documentation identifies LUN 6101 as an L-39 hydraulic-system aggregate. Technometra also lists both LUN 6101-8 and LUN 6101.01-8 within its L-39 production programme. These references distinguish the pump from the LUN 6102.01-8, which is associated with a different aircraft installation. Similar appearance or a related designation does not establish interchangeability.
The pump has a compact cylindrical housing, a splined mechanical drive and dedicated hydraulic connection ports. Its drive interface transfers rotation from the aircraft installation to the internal pumping mechanism. The hydraulic ports connect the unit to the inlet and pressure lines, while sealed fittings and safety wire help maintain configuration integrity. Exact orientation, drive engagement, port identification and mounting requirements must be taken from the L-39 illustrated parts catalogue and maintenance instructions.
Correct fluid cleanliness is essential for any aviation hydraulic pump. Contamination, air entering the inlet line, unsuitable preservation or damaged sealing surfaces can affect pressure generation and accelerate internal wear. During maintenance, the installation should be checked as a complete circuit rather than assessing the pump only by external appearance.
Before procurement, compare the full part number, nameplate, mounting flange, shaft spline, housing configuration and port arrangement with the removed unit or approved technical documentation. The suffix “.01-8” forms part of the designation and should not be omitted when the requirement specifically calls for LUN 6101.01-8. The related LUN 6101-8 version should be treated as a separate configuration unless interchangeability is confirmed by approved aircraft records.
Pre-installation inspection should include the housing, mounting face, drive shaft, splines, threaded ports, protective caps, sealing areas and preservation condition. For an airworthy installation, the buyer should also confirm the available passport or release documentation and any required bench-test evidence. Operating pressure, delivery, leakage and drive behaviour must be verified using approved test procedures rather than inferred from a visual check.
LUN 6101.01-8 is listed in Aviamisto partner stock. Partner allocation can change, so the available quantity, serial numbers, year of manufacture, individual documentation and final delivery terms are reconfirmed before order acceptance. The standard product attributes for this listing are New condition and a six-month commercial warranty, subject to confirmation for the selected unit.
To request a quotation, provide the exact part number, required quantity, delivery destination and documentation requirements. Related aviation pumps and regulating equipment can be viewed in the Pumps & Regulators category. Aviamisto can also check the currently available photographs and product passport data with the partner before a commercial offer is issued.
AGK-47VK is an autonomous combined gyroscopic flight instrument for helicopter cockpit installation. It brings three indications into one housing: aircraft attitude relative to the natural horizon, direction and rate of turn, and lateral slip. This arrangement gives the pilot a compact reference for controlling bank and pitch while also monitoring whether a turn is coordinated. The exact designation is important when selecting a replacement because AGK-47 versions differ in the operating range of the turn indicator and in their intended installation.
The suffix identifies this execution of the instrument. In the established AGK-47 designation system, “V” denotes the helicopter version and “K” denotes red internal illumination for night operation. The identification plate on the rear of the housing carries the complete designation AGK-47VK and the rated supply of 36 V, 400 Hz.
The gyro horizon section shows the helicopter’s angular position in pitch and bank. Its indication follows the “earth to aircraft” presentation: the moving aircraft reference is observed against the stabilized horizon presentation. The turn indicator responds to rotation about the vertical axis, while the curved liquid tube at the bottom of the dial acts as the slip indicator. Read together, these elements help the pilot recognize an unintended bank, establish a controlled turn and correct lateral slip.
The AGK-47VK is caged with the front control marked “АРРЕТИР”. The gyro is released and allowed to reach its operating speed before the indications are assessed. A functional check includes the warning flag and the position of the turn and slip indications. The instrument has a black circular bezel, four-point panel mounting, protective glass and a cylindrical metal housing.
The AGK-47VK is installed on the Mi-2 cockpit instrument panel in both single-control and dual-control configurations. It is also used as part of the Ka-26 flight and navigation equipment. Installation on any other aircraft must be checked against the applicable illustrated parts catalogue, wiring data and approved configuration.
The instrument uses three-phase alternating current at 36 V and 400 Hz. In the Mi-2 installation, the line current is 0.4 A and the gyro horizon receives power through the aircraft converter system. The rear connector and identification plate must be compared with the intended installation before replacement. Related cockpit instruments can be found in the Artificial Horizons and Attitude Indicators category.
For the documented operating conditions, the horizon indication error in straight and level flight is no more than 1°. After recovery from a turn with bank up to 20° at speeds up to 400 km/h, the stated residual error is 3–5°. The helicopter modification has an expanded turn-indicator range: at an angular turn rate of 18° per second, the pointer deflection is specified as 10 ±1 mm. These values describe the instrument under the test conditions of the applicable technical documentation and should not replace an approved bench test or maintenance procedure.
In the Mi-2 installation, AGK-47VK and AGK-47B are interchangeable. This does not establish interchangeability for every aircraft or wiring configuration. The related AGK-47B has its own execution requirements, so the instrument version, connector, illumination, power supply and aircraft documentation must be checked before ordering.
Use AGK-47VK as the primary ordering designation. The Latin search form AGK 47VK may also occur in inventories, while the original Cyrillic marking is АГК-47ВК. The “K” suffix matters because it identifies the red-lighted version intended for night cockpit illumination. A general explanation of the instrument family is available in the AGK-47 reference article.
AGK-47VK is offered on a pre-order basis. Before quotation, please provide the required aircraft type, the exact designation from the removed unit or maintenance records, and any requirements for condition, release documents and test records. Aviamisto will confirm the available position, configuration, photographs, documentation and delivery terms.
The SSP-6BI is the executive and control unit of the SSP-6 aircraft fire warning system. It receives low-level thermoelectric signals from detector circuits installed in protected compartments and switches the warning and control outputs defined by the aircraft wiring. The unit therefore forms the electrical link between DTBG thermal fire detectors and the cockpit fire indication circuits. It is a signal-processing and relay unit; it does not contain extinguishing agent and is not itself a fire detector.
The exact designation is the primary ordering reference. The model designation is SSP-6BI, its original Cyrillic form is ССП-6БИ, and the front panel has three test controls identified I, II and III. Transliteration forms such as SSP 6BI and SSP6BI are useful for search, but they describe the same designation and do not establish interchangeability with SSP-FK-BIS, SSP-6-BI Series 2 or another block from the SSP family.
In the documented SSP-6 installation, DTBG detectors respond to rapid temperature change and generate a thermoelectric signal for the executive unit. The SSP-6BI uses relay logic to switch the relevant fire warning and fire-extinguishing control circuits when the detector signal reaches the specified level. Mi-2 maintenance documentation refers to RPS-5 and P-1 relays inside the unit when describing fault isolation. These references help identify the operating principle, but repair or adjustment must follow approved documentation for the exact block.
The maintenance procedure specifies two permissible sensitivity ranges for SSP-6BI checks: 28–50 mV or 42–96 mV, according to the value recorded in the unit log card. The bench procedure repeats the check on terminal pairs 17–16 and 19–18 with a 2-ohm internal wiring resistance. The log-card value must be respected when replacing a unit, so a visually similar block should not be selected only by housing shape or the SSP family name.
The SSP-6BI is directly documented in the Mi-2 helicopter equipment maintenance manual. The manual places the blocks in the radio compartment on shock absorbers and includes operational, sensitivity and troubleshooting checks. During a system test, the three pushbuttons on each block are pressed in sequence. The expected indication includes the local block-check lamp and the applicable cockpit and fire-extinguishing-panel warning lamps. This confirms a Mi-2 installation context without implying use on every helicopter modification.
Some aviation repair nomenclature also lists SSP-6BI for An-2 and Mi-2 equipment. Exact applicability must still be confirmed by the illustrated parts catalogue, aircraft modification, installed SSP-6 configuration and wiring documentation. The unit is therefore catalogued in Electronic Control Units, beside other aircraft control and executive blocks. General information about the confirmed helicopter type is available in the Mi-2 reference article.
The supplied photographs show a rectangular grey metal enclosure, three spring-loaded front test controls, a black identification plate and a rear multipin circular connector. The connector, mounting points, side fasteners, housing condition and plate markings should be inspected before installation. The test buttons are part of the installed-system checking procedure and should not be used as a substitute for the prescribed electrical sensitivity test.
A complete SSP-6 set comprises one SSP-6BI unit, one mating socket, nine SSP-2I-RM detector sockets and nine DTBG detectors, plus two spare detectors. These quantities describe the complete system set. The supply scope for an individual SSP-6BI block is confirmed in the quotation. The related SSP-FK-BIS belongs to another fire-warning system configuration and is provided as a navigation link, not as a replacement claim.
Before ordering, compare the full SSP-6BI marking, connector arrangement, sensitivity entry in the log card and required aircraft documentation. Ask for the product passport or log card when traceability and the recorded sensitivity range are required. For an aircraft already in service, provide the helicopter or aircraft model, modification and the position from the illustrated parts catalogue so that the requested unit is matched to the installed system.
Aviamisto can prepare a quotation for SSP-6BI with the required condition, quantity and document set. Availability, exact delivery contents and accompanying records are reconfirmed for the offered unit. Installation, bench testing and release to service remain subject to the approved maintenance data and the responsible operator or maintenance organization.
GS-24A Series 3, technically marked GS-24A-3S, is a six-pole DC starter-generator for an auxiliary gas-turbine installation. It combines three duties: cranking the TG-16M during APU start, supplying the aircraft DC buses after the APU reaches operating speed, and feeding the main-engine starter-generators during the approved starting cycle. The exact series suffix is part of the identification and must be checked on the nameplate and passport.
The TG-16M operation manual identifies one GS-24A-3S on the installation and describes its use with AI-20 engine-start circuits. Maintenance documentation for the An-24, An-26 and An-30 families records the GS-24A generator on TG-16/TG-16M equipment. Series 3 is also documented on auxiliary power-unit installations used by other aircraft. Final effectivity must therefore be confirmed from the aircraft illustrated parts catalogue, APU modification and generator passport rather than from the family name alone.
In aircraft-bus operation, the documented voltage is 28.5 ± 1.5 V DC and the steady current is 600 A. The TG-16M installation limits bus-load power to 18 kW and permits continuous operation for up to 120 minutes under the stated installation conditions. Voltage regulation is performed by the RN-180 Series 2 regulator, while DMR-600T Series 2 provides network connection and reverse-current protection in the reviewed system.
For starting an AI-20 main engine, the generator output follows a controlled 20–60 V programme and reaches a steady 1000 A at 60 V within the limited cycle. When the GS-24A-3S starts the TG-16M itself, the aircraft supplies the unit through the PT-16MTV starting panel; the manual permits five consecutive engagements followed by 15 minutes of cooling. PRK-8MTV, OM-16-T, AOD-20 and SOD-1-2S are among the associated control and protection units documented in this installation.
Selection requires the complete GS-24A-3S marking, rotation, drive interface, terminal arrangement and confirmed APU/aircraft effectivity. The generator should be inspected for nameplate legibility, housing and cooling-path condition, drive-end damage, terminal integrity and evidence of preservation before bench testing. The offered unit is new and unused, manufactured in 2025, with one item available. Related catalogue positions are listed under Generators & Starter-Generators; cross-sells are navigation aids and do not imply interchangeability.
BTT-120 identifies an aviation current-transformer block family associated with 120 kVA three-phase AC generator channels. The unit provides current information to generator protection and regulation equipment. It is not a power supply and does not replace the generator control or protection unit.
Public aircraft equipment lists commonly show the fuller designations BTT-120BT and BTT-120BM(BT). The suffix can identify a specific execution, so an order stated only as BTT-120 must be confirmed from the data plate and aircraft documentation.
In a typical high-power aircraft generator channel, current-transformer blocks are installed at different points of the phase conductors. Their secondary signals are compared by the protection equipment. A current difference above the permitted threshold indicates a fault in the protected generator or feeder zone and causes the generator channel to be disconnected.
The block may also participate in current regulation and load-sharing circuits, depending on the exact aircraft system. Phase assignment, conductor direction and mounting orientation are functional parameters, not merely installation details.
The associated GT-120PCh6 generator family is a 120 kVA, 208/120 V, 400 Hz source. The corresponding rated phase current is approximately 333 A. These values describe the electrical channel for which BTT-120-family blocks are documented; the transformer ratio, winding resistance, insulation limits and exact connector data must be taken from the passport for the specific suffix.
No unsupported dimensions or mass are assigned to the base BTT-120 designation. They must be checked against the offered unit and its technical documentation.
Published equipment lists for the Mil Mi-26 and Mi-26T identify the BTT-120BT execution together with GT120PCh6-series generators. This is a documented family context, not proof that every BTT-120 suffix fits every Mi-26 modification. The generator, protection unit and aircraft series must be matched as a complete channel.
State the complete marking, including every suffix, when requesting BTT-120. Include the generator designation, aircraft type or equipment-list reference, quantity, condition and required documents. Compare the related BTT-60PM only as another current-transformer family; it is not a substitute. Other products are available in Power Transducers. BTT-120BT, BTT-120BM(BT) and an unsuffixed BTT-120 are not presented as automatically interchangeable.
BTT-60PM is an aviation current-transformer block used with the GT60PCh6A three-phase AC generator. It supplies measurement signals to the regulation, protection and parallel-operation circuits of a 60 kVA generator channel. The block is therefore selected as part of a defined electrical system, not as a generic standalone transformer.
The suffix PM is part of the designation and must be preserved. BTT units with a similar current rating, housing or connector arrangement must not be treated as automatic substitutes.
The documented BTT-60PM construction includes four toroidal current transformers, three U-shaped transformers assembled in unit U1 and three diodes in unit U2. Three toroidal transformers participate in reactive-load distribution. The fourth supports active-load distribution and protection against current unbalance during parallel generator operation.
The three U-shaped transformers work with matching transformers installed at the generator. This differential arrangement detects current differences associated with a fault in the generator or feeder. In the documented channel, the BZU-376SP protection unit receives the resulting signal and commands emergency generator disconnection.
The associated GT60PCh6A generator channel is rated at 60 kVA, 208/120 V, 400 Hz and approximately 166.7 A phase current. These values describe the generator channel in which the BTT-60PM operates; they are not independent output ratings of the transformer block. Exact transformation ratios, winding data and acceptance limits must be taken from the product passport.
Correct phase sequence, conductor routing and installation orientation are essential for differential protection and load sharing. Functional testing requires the approved test procedure and calibrated equipment.
BTT-60PM is documented in the electrical power system of the Ilyushin Il-76. Exact applicability depends on aircraft series and electrical-system configuration. Related system equipment may include the BZU-376SP-4S, but a system association does not establish interchangeability or a complete delivery set.
For an accurate enquiry, state BTT-60PM exactly, the quantity, required condition and documentation. A data-plate photograph and the generator designation help confirm the correct execution. Related BTT products are listed in Power Transducers. Availability, test status, completeness and accompanying documents are confirmed for the offered unit.
BTT-40P is an aviation current-transformer block used in the protection and regulation circuits of 40 kVA three-phase AC generators. Its purpose is not to supply aircraft consumers directly. The block measures phase-current relationships and provides signals used by the generator control and protection equipment during both independent and parallel operation.
The complete marking must be checked when selecting a replacement. BTT-40P belongs to the same functional family as other BTT units, but a similar housing or rating does not establish interchangeability.
The documented construction combines four toroidal current transformers, a U1 assembly with three U-shaped transformers and a U2 assembly with three diodes. Three toroidal transformers provide signals for reactive-load sharing, while the fourth participates in active-load sharing and current-unbalance protection. The U-shaped transformers operate with the current transformers installed at the generator side to protect the generator and its feeder.
For maintenance, the unit also has test windings. Connections, phase orientation and the direction of the conductors through the block are therefore part of the installation data and must not be inferred from appearance alone.
The published nominal primary current is 111 A at a 208 V generator-channel voltage and 400 Hz frequency. A maximum current of 138.5 A is permitted for a limited portion of service life. The documented mass is not more than 2 kg. Published environmental limits include operation from −60 to +60 °C, cyclic exposure up to +80 °C, vibration from 5 to 300 Hz and linear acceleration up to 10 g.
These are identification and selection data. Acceptance testing, insulation checks and adjustment must follow the passport and the approved manual for the exact execution.
BTT-40P is documented in the electrical-equipment manuals for the Mil Mi-24 family. The generator and protection configuration must still be checked against the aircraft modification and wiring documentation. One associated protection product listed in this system class is the BZU-376SP-4S; its presence in a specific installation does not make the two products interchangeable.
An enquiry should state BTT-40P exactly, the required quantity, condition and documentation. Please provide a readable data-plate photograph and, when possible, the designation of the generator and protection unit. Related current-transformer blocks are available in Power Transducers. Actual availability, delivery scope and test documentation are confirmed separately.
VO-010 is a rf power divider / microwave tee used in the KURS MP-2 navigation-landing system. Divides the antenna RF path and matches the input impedances of the two glidepath receivers to the glidepath antenna. It is an individual functional unit rather than a complete KURS MP-2 equipment set.
Ordering must be based on the complete VO-010 marking and aircraft documentation. A similar housing, connector arrangement or partial designation does not establish interchangeability with another version.
Divides the antenna RF path and matches the input impedances of the two glidepath receivers to the glidepath antenna. Common antenna-distribution element for the GRP-20PM receiver pair. Serviceability is evaluated in the installed signal chain, including power, antenna feeders, inputs, outputs and connected indications.
Exact electrical tolerances, test points and adjustment procedures must be taken from the product passport and approved maintenance documentation. Applying power or connecting a unit by analogy with a similar model can damage the equipment and produce misleading test results.
The closest functional connections for VO-010 are GRP-20PM, FNCh and VO-009M. Each unit performs a separate task. Their presentation as related products identifies a shared system context and does not mean that they are substitutes for one another.
Before replacement, technicians compare the markings of all connected units, connector pinning, monoblock configuration and the wiring diagram for the particular aircraft. A replacement unit may be supplied without cables, shock mount, mating connectors or other installation accessories.
One common divider per complete KURS MP-2 installation. KURS MP-2 installations are documented on the Antonov An-26 and Ilyushin Il-76. Application of VO-010 to another aircraft type, series or modification must be confirmed against its equipment list and approved technical documentation.
Incoming inspection normally includes verification of the data plate and examination of the housing, connectors, mounting points and seals. Functional testing and adjustment require the approved procedure and suitable test equipment; appearance alone cannot confirm serviceability.
An enquiry should state the complete designation, quantity, required condition, delivery scope and required documentation. A clear data-plate photograph and details of the removed unit help distinguish versions and avoid selection from an abbreviated name. Other system components are listed in Electronic Control Units.
VO-009M is a rf power divider / microwave tee used in the KURS MP-2 navigation-landing system. Divides the antenna RF path and matches the input impedances of the two course receivers to the course antenna. It is an individual functional unit rather than a complete KURS MP-2 equipment set.
Ordering must be based on the complete VO-009M marking and aircraft documentation. A similar housing, connector arrangement or partial designation does not establish interchangeability with another version.
Divides the antenna RF path and matches the input impedances of the two course receivers to the course antenna. Common antenna-distribution element for the KRP-200P receiver pair. Serviceability is evaluated in the installed signal chain, including power, antenna feeders, inputs, outputs and connected indications.
Exact electrical tolerances, test points and adjustment procedures must be taken from the product passport and approved maintenance documentation. Applying power or connecting a unit by analogy with a similar model can damage the equipment and produce misleading test results.
The closest functional connections for VO-009M are KRP-200P, FNCh and VO-010. Each unit performs a separate task. Their presentation as related products identifies a shared system context and does not mean that they are substitutes for one another.
Before replacement, technicians compare the markings of all connected units, connector pinning, monoblock configuration and the wiring diagram for the particular aircraft. A replacement unit may be supplied without cables, shock mount, mating connectors or other installation accessories.
One common divider per complete KURS MP-2 installation. KURS MP-2 installations are documented on the Antonov An-26 and Ilyushin Il-76. Application of VO-009M to another aircraft type, series or modification must be confirmed against its equipment list and approved technical documentation.
Incoming inspection normally includes verification of the data plate and examination of the housing, connectors, mounting points and seals. Functional testing and adjustment require the approved procedure and suitable test equipment; appearance alone cannot confirm serviceability.
An enquiry should state the complete designation, quantity, required condition, delivery scope and required documentation. A clear data-plate photograph and details of the removed unit help distinguish versions and avoid selection from an abbreviated name. Other system components are listed in Electronic Control Units.
FNCh is a low-pass interference filter used in the KURS MP-2 navigation-landing system. Suppresses high-frequency interference at the inputs of the KURS MP-2 course receivers. It is an individual functional unit rather than a complete KURS MP-2 equipment set.
Ordering must be based on the complete FNCh marking and aircraft documentation. A similar housing, connector arrangement or partial designation does not establish interchangeability with another version.
Suppresses high-frequency interference at the inputs of the KURS MP-2 course receivers. Common passive filtering element in the course-receiver input path. Serviceability is evaluated in the installed signal chain, including power, antenna feeders, inputs, outputs and connected indications.
Exact electrical tolerances, test points and adjustment procedures must be taken from the product passport and approved maintenance documentation. Applying power or connecting a unit by analogy with a similar model can damage the equipment and produce misleading test results.
The closest functional connections for FNCh are KRP-200P, VO-009M and VO-010. Each unit performs a separate task. Their presentation as related products identifies a shared system context and does not mean that they are substitutes for one another.
Before replacement, technicians compare the markings of all connected units, connector pinning, monoblock configuration and the wiring diagram for the particular aircraft. A replacement unit may be supplied without cables, shock mount, mating connectors or other installation accessories.
One common filter per complete KURS MP-2 installation. KURS MP-2 installations are documented on the Antonov An-26 and Ilyushin Il-76. Application of FNCh to another aircraft type, series or modification must be confirmed against its equipment list and approved technical documentation.
Incoming inspection normally includes verification of the data plate and examination of the housing, connectors, mounting points and seals. Functional testing and adjustment require the approved procedure and suitable test equipment; appearance alone cannot confirm serviceability.
An enquiry should state the complete designation, quantity, required condition, delivery scope and required documentation. A clear data-plate photograph and details of the removed unit help distinguish versions and avoid selection from an abbreviated name. Other system components are listed in Electronic Control Units.
UBM is a electrical-balance and zero-control unit used in the KURS MP-2 navigation-landing system. Checks and aligns the electrical zero of SP-50 channel phase detectors with the zero position of the connected indication instruments. It is an individual functional unit rather than a complete KURS MP-2 equipment set.
Ordering must be based on the complete UBM marking and aircraft documentation. A similar housing, connector arrangement or partial designation does not establish interchangeability with another version.
Checks and aligns the electrical zero of SP-50 channel phase detectors with the zero position of the connected indication instruments. Common adjustment and test unit shared by both KURS MP-2 half-sets. Serviceability is evaluated in the installed signal chain, including power, antenna feeders, inputs, outputs and connected indications.
Exact electrical tolerances, test points and adjustment procedures must be taken from the product passport and approved maintenance documentation. Applying power or connecting a unit by analogy with a similar model can damage the equipment and produce misleading test results.
The closest functional connections for UBM are KRP-200P, GRP-20PM and IKU-1A. Each unit performs a separate task. Their presentation as related products identifies a shared system context and does not mean that they are substitutes for one another.
Before replacement, technicians compare the markings of all connected units, connector pinning, monoblock configuration and the wiring diagram for the particular aircraft. A replacement unit may be supplied without cables, shock mount, mating connectors or other installation accessories.
One common unit per complete KURS MP-2 installation. KURS MP-2 installations are documented on the Antonov An-26 and Ilyushin Il-76. Application of UBM to another aircraft type, series or modification must be confirmed against its equipment list and approved technical documentation.
Incoming inspection normally includes verification of the data plate and examination of the housing, connectors, mounting points and seals. Functional testing and adjustment require the approved procedure and suitable test equipment; appearance alone cannot confirm serviceability.
An enquiry should state the complete designation, quantity, required condition, delivery scope and required documentation. A clear data-plate photograph and details of the removed unit help distinguish versions and avoid selection from an abbreviated name. Other system components are listed in Electronic Control Units.
MRP-3PM is a three-channel marker receiver used in the KURS MP-2 navigation-landing system. Receives marker-beacon signals and converts them into visual, audible and tonal indication when the aircraft passes over route or landing markers. It is an individual functional unit rather than a complete KURS MP-2 equipment set.
Ordering must be based on the complete MRP-3PM marking and aircraft documentation. A similar housing, connector arrangement or partial designation does not establish interchangeability with another version.
Receives marker-beacon signals and converts them into visual, audible and tonal indication when the aircraft passes over route or landing markers. Marker-beacon reception channel installed in each KURS MP-2 monoblock. Serviceability is evaluated in the installed signal chain, including power, antenna feeders, inputs, outputs and connected indications.
Exact electrical tolerances, test points and adjustment procedures must be taken from the product passport and approved maintenance documentation. Applying power or connecting a unit by analogy with a similar model can damage the equipment and produce misleading test results.
The closest functional connections for MRP-3PM are GRP-20PM, KRP-200P and UBM. Each unit performs a separate task. Their presentation as related products identifies a shared system context and does not mean that they are substitutes for one another.
Before replacement, technicians compare the markings of all connected units, connector pinning, monoblock configuration and the wiring diagram for the particular aircraft. A replacement unit may be supplied without cables, shock mount, mating connectors or other installation accessories.
Two receivers in the complete system, one in each monoblock/half-set. KURS MP-2 installations are documented on the Antonov An-26 and Ilyushin Il-76. Application of MRP-3PM to another aircraft type, series or modification must be confirmed against its equipment list and approved technical documentation.
Incoming inspection normally includes verification of the data plate and examination of the housing, connectors, mounting points and seals. Functional testing and adjustment require the approved procedure and suitable test equipment; appearance alone cannot confirm serviceability.
An enquiry should state the complete designation, quantity, required condition, delivery scope and required documentation. A clear data-plate photograph and details of the removed unit help distinguish versions and avoid selection from an abbreviated name. Other system components are listed in Electronic Control Units.
KRP-200P is a two-hundred-channel course receiver used in the KURS MP-2 navigation-landing system. Receives, amplifies and converts VHF signals from VOR beacons and ILS or SP-50 course beacons into low-frequency navigation, deviation and identification signals. It is an individual functional unit rather than a complete KURS MP-2 equipment set.
Ordering must be based on the complete KRP-200P marking and aircraft documentation. A similar housing, connector arrangement or partial designation does not establish interchangeability with another version.
Receives, amplifies and converts VHF signals from VOR beacons and ILS or SP-50 course beacons into low-frequency navigation, deviation and identification signals. Primary course/VOR receiver in each KURS MP-2 half-set; its selected frequency coordinates the paired glidepath channel. Serviceability is evaluated in the installed signal chain, including power, antenna feeders, inputs, outputs and connected indications.
Exact electrical tolerances, test points and adjustment procedures must be taken from the product passport and approved maintenance documentation. Applying power or connecting a unit by analogy with a similar model can damage the equipment and produce misleading test results.
The closest functional connections for KRP-200P are UN-2P, GRP-20PM and IKU-1A. Each unit performs a separate task. Their presentation as related products identifies a shared system context and does not mean that they are substitutes for one another.
Before replacement, technicians compare the markings of all connected units, connector pinning, monoblock configuration and the wiring diagram for the particular aircraft. A replacement unit may be supplied without cables, shock mount, mating connectors or other installation accessories.
Two receivers in the complete system, one in each monoblock/half-set. KURS MP-2 installations are documented on the Antonov An-26 and Ilyushin Il-76. Application of KRP-200P to another aircraft type, series or modification must be confirmed against its equipment list and approved technical documentation.
Incoming inspection normally includes verification of the data plate and examination of the housing, connectors, mounting points and seals. Functional testing and adjustment require the approved procedure and suitable test equipment; appearance alone cannot confirm serviceability.
An enquiry should state the complete designation, quantity, required condition, delivery scope and required documentation. A clear data-plate photograph and details of the removed unit help distinguish versions and avoid selection from an abbreviated name. Other system components are listed in Electronic Control Units.
UN-2P is a navigation signal-processing unit used in the KURS MP-2 navigation-landing system. Converts KRP-200P receiver outputs into angular-deflection commands for cockpit indicators and DC signals for director-system computers and KPPM instruments. It is an individual functional unit rather than a complete KURS MP-2 equipment set.
Ordering must be based on the complete UN-2P marking and aircraft documentation. A similar housing, connector arrangement or partial designation does not establish interchangeability with another version.
Converts KRP-200P receiver outputs into angular-deflection commands for cockpit indicators and DC signals for director-system computers and KPPM instruments. Interface and conversion stage between the course receiver and crew/director indications. Serviceability is evaluated in the installed signal chain, including power, antenna feeders, inputs, outputs and connected indications.
Exact electrical tolerances, test points and adjustment procedures must be taken from the product passport and approved maintenance documentation. Applying power or connecting a unit by analogy with a similar model can damage the equipment and produce misleading test results.
The closest functional connections for UN-2P are KRP-200P, IKU-1A and BUP-3. Each unit performs a separate task. Their presentation as related products identifies a shared system context and does not mean that they are substitutes for one another.
Before replacement, technicians compare the markings of all connected units, connector pinning, monoblock configuration and the wiring diagram for the particular aircraft. A replacement unit may be supplied without cables, shock mount, mating connectors or other installation accessories.
Two units in the complete system, one in each monoblock/half-set. KURS MP-2 installations are documented on the Antonov An-26 and Ilyushin Il-76. Application of UN-2P to another aircraft type, series or modification must be confirmed against its equipment list and approved technical documentation.
Incoming inspection normally includes verification of the data plate and examination of the housing, connectors, mounting points and seals. Functional testing and adjustment require the approved procedure and suitable test equipment; appearance alone cannot confirm serviceability.
An enquiry should state the complete designation, quantity, required condition, delivery scope and required documentation. A clear data-plate photograph and details of the removed unit help distinguish versions and avoid selection from an abbreviated name. Other system components are listed in Electronic Control Units.
GRP-20PM is a twenty-channel glidepath receiver used in the KURS MP-2 navigation-landing system. Receives and processes glidepath beacon signals used to determine vertical displacement from the landing glidepath. It is an individual functional unit rather than a complete KURS MP-2 equipment set.
Ordering must be based on the complete GRP-20PM marking and aircraft documentation. A similar housing, connector arrangement or partial designation does not establish interchangeability with another version.
Receives and processes glidepath beacon signals used to determine vertical displacement from the landing glidepath. Glidepath radio channel of each KURS MP-2 half-set; tuning is remote and paired with the selected KRP-200P course frequency. Serviceability is evaluated in the installed signal chain, including power, antenna feeders, inputs, outputs and connected indications.
Exact electrical tolerances, test points and adjustment procedures must be taken from the product passport and approved maintenance documentation. Applying power or connecting a unit by analogy with a similar model can damage the equipment and produce misleading test results.
The closest functional connections for GRP-20PM are KRP-200P, UN-2P and VO-010. Each unit performs a separate task. Their presentation as related products identifies a shared system context and does not mean that they are substitutes for one another.
Before replacement, technicians compare the markings of all connected units, connector pinning, monoblock configuration and the wiring diagram for the particular aircraft. A replacement unit may be supplied without cables, shock mount, mating connectors or other installation accessories.
Two receivers in the complete system, one in each monoblock/half-set. KURS MP-2 installations are documented on the Antonov An-26 and Ilyushin Il-76. Application of GRP-20PM to another aircraft type, series or modification must be confirmed against its equipment list and approved technical documentation.
Incoming inspection normally includes verification of the data plate and examination of the housing, connectors, mounting points and seals. Functional testing and adjustment require the approved procedure and suitable test equipment; appearance alone cannot confirm serviceability.
An enquiry should state the complete designation, quantity, required condition, delivery scope and required documentation. A clear data-plate photograph and details of the removed unit help distinguish versions and avoid selection from an abbreviated name. Other system components are listed in Electronic Control Units.
IKU-1A is a course-angle indicator used in the KURS MP-2 navigation-landing system. Displays magnetic course and bearing information from the selected KURS MP-2 or ARK-11 channel using a moving course scale and two bearing pointers. It is an individual functional unit rather than a complete KURS MP-2 equipment set.
Ordering must be based on the complete IKU-1A marking and aircraft documentation. A similar housing, connector arrangement or partial designation does not establish interchangeability with another version.
Displays magnetic course and bearing information from the selected KURS MP-2 or ARK-11 channel using a moving course scale and two bearing pointers. Crew indication for VOR bearing/course-angle information and selected radio-compass sources. Serviceability is evaluated in the installed signal chain, including power, antenna feeders, inputs, outputs and connected indications.
Exact electrical tolerances, test points and adjustment procedures must be taken from the product passport and approved maintenance documentation. Applying power or connecting a unit by analogy with a similar model can damage the equipment and produce misleading test results.
The closest functional connections for IKU-1A are BUP-3, UN-2P and KRP-200P. Each unit performs a separate task. Their presentation as related products identifies a shared system context and does not mean that they are substitutes for one another.
Before replacement, technicians compare the markings of all connected units, connector pinning, monoblock configuration and the wiring diagram for the particular aircraft. A replacement unit may be supplied without cables, shock mount, mating connectors or other installation accessories.
Two indicators in the complete aircraft installation, one for each half-set. KURS MP-2 installations are documented on the Antonov An-26 and Ilyushin Il-76. Application of IKU-1A to another aircraft type, series or modification must be confirmed against its equipment list and approved technical documentation.
Incoming inspection normally includes verification of the data plate and examination of the housing, connectors, mounting points and seals. Functional testing and adjustment require the approved procedure and suitable test equipment; appearance alone cannot confirm serviceability.
An enquiry should state the complete designation, quantity, required condition, delivery scope and required documentation. A clear data-plate photograph and details of the removed unit help distinguish versions and avoid selection from an abbreviated name. Other system components are listed in Electronic Control Units.
BUP-3 is a semiconductor amplifier unit used in the KURS MP-2 navigation-landing system. Amplifies the electrical signals that directly drive the bearing pointers and magnetic-course scale of the IKU-1A indicator. It is an individual functional unit rather than a complete KURS MP-2 equipment set.
Ordering must be based on the complete BUP-3 marking and aircraft documentation. A similar housing, connector arrangement or partial designation does not establish interchangeability with another version.
Amplifies the electrical signals that directly drive the bearing pointers and magnetic-course scale of the IKU-1A indicator. Indicator-drive amplification between navigation/course signal sources and IKU-1A. Serviceability is evaluated in the installed signal chain, including power, antenna feeders, inputs, outputs and connected indications.
Exact electrical tolerances, test points and adjustment procedures must be taken from the product passport and approved maintenance documentation. Applying power or connecting a unit by analogy with a similar model can damage the equipment and produce misleading test results.
The closest functional connections for BUP-3 are IKU-1A, UN-2P and KRP-200P. Each unit performs a separate task. Their presentation as related products identifies a shared system context and does not mean that they are substitutes for one another.
Before replacement, technicians compare the markings of all connected units, connector pinning, monoblock configuration and the wiring diagram for the particular aircraft. A replacement unit may be supplied without cables, shock mount, mating connectors or other installation accessories.
Two units in the complete aircraft installation, one for each half-set. KURS MP-2 installations are documented on the Antonov An-26 and Ilyushin Il-76. Application of BUP-3 to another aircraft type, series or modification must be confirmed against its equipment list and approved technical documentation.
Incoming inspection normally includes verification of the data plate and examination of the housing, connectors, mounting points and seals. Functional testing and adjustment require the approved procedure and suitable test equipment; appearance alone cannot confirm serviceability.
An enquiry should state the complete designation, quantity, required condition, delivery scope and required documentation. A clear data-plate photograph and details of the removed unit help distinguish versions and avoid selection from an abbreviated name. Other system components are listed in Electronic Control Units.
The DUS-1209G/E/K set contains three gyroscopic angular rate sensors for AP-34B autopilot channels. DUS-1209G measures roll rate, DUS-1209E measures pitch rate and DUS-1209K measures yaw or heading rate. Each unit has a separate channel function, while the three devices together provide three-axis angular-rate feedback.
The DUS-1209G/E/K set comprises three functionally connected but individually identified sensors. Suffixes G, E and K define the autopilot channel and must be retained in the marking, inquiry and documentation. Supply of one sensor is not supply of the complete set; the actual delivery scope must be agreed separately and confirmed by an itemised list.
Electrical outputs proportional to helicopter angular rate are passed to compatible amplifiers and autopilot control equipment. The system uses these signals for oscillation damping and stabilisation in roll, pitch and heading. The three channel sensors must not be presented as interchangeable merely because their housings are similar.
In the closed autopilot loop, each sensor supplies feedback for its own axis. The signal passes through compatible conditioning equipment to the control channel, where it supports damping and stabilisation. A fault may be in the sensor, amplifier, wiring, supply or actuator path, so troubleshooting must cover the complete AP-34B channel.
Operating documentation identifies the 1209G, 1209E and 1209K set in the AP-34B system used by the Mi-8 helicopter family. Roll and heading sensors are installed on the right equipment rack in the crew compartment, while the pitch sensor is located in the radio compartment. Exact positions depend on helicopter modification.
The mounting positions and orientation of the three sensors are different. Replacement requires verification of the suffix, sensitive axis, connector, base and location against the diagram for the individual helicopter modification. Moving sensors between channels because the housings look similar is not permitted unless the approved maintenance documentation explicitly authorises it.
Retained product data specify a 36–40.5 V, 400 ±8 Hz supply and current consumption up to 0.5 A per sensor. Maintenance includes verification of the channel suffix, mounting, connector, housing condition and passport limits. Testing is performed with the compatible equipment or test bench specified for the AP-34B system.
Set inspection covers supply, mount and connector condition, response of each channel and agreement of output with the passport characteristic. On-aircraft testing is performed with the autopilot, while bench testing follows the approved procedure. Numerical data for one DUS execution must not be transferred automatically to another angular-rate-sensor family.
Search forms include DUS-1209G, DUS-1209E, DUS-1209K, DUS1209 and the original Cyrillic DUS-1209G/E/K. An inquiry should state whether a complete set or an individual channel is required. Individual cards for DUS-1209G, DUS-1209E and DUS-1209K are available in the Aviamisto Sensors category.
An inquiry should state whether the complete set or separate DUS-1209G, DUS-1209E and DUS-1209K units are required, together with helicopter type, AP-34B execution, condition and documentation needs. Links to the individual cards help identify each channel. Cross-sells provide navigation to related equipment and do not establish interchangeability.
This card identifies DUS-1209G/E/K as an individual aviation product and does not replace its passport, illustrated parts catalogue or maintenance manual. Before supply, the nameplate, condition, delivery scope, required documents and applicability to the individual aircraft or system should be agreed. When the marking, equipment record and inquiry contain different information, the approved documentation for the installed execution takes priority and any disputed parameter must be confirmed before ordering. Incoming-inspection results and traceability data should be retained with the supply documentation.
Related products are selected by common system or measured parameter. This grouping improves catalogue navigation but is not a list of approved replacements. Any substitution requires matching designation, electrical interface, mounting dimensions and range, together with explicit confirmation in the applicable maintenance documentation.
MU-616 Series 1 is a heat-resistant, dual-channel potentiometric angular position sensor manufactured by PJSC Tambov Plant Elektropribor, Russia. It converts rotation of a connected mechanical element into two electrical position signals. The sensor is used in aircraft recording and monitoring equipment, while the exact mounting point, linkage and connected unit are defined by the documentation for the applicable aircraft. The supplied passport identifies the execution as MU-616 Series 1 and gives passport reference IVKL.401261.002 PS; the technical specification is identified as IVKL.401261.002 TU.
The supplied passport confirms a working angle of ±30±2° and maximum wiper travel of ±60±2°. Angular measurement error under normal conditions is not more than ±1.5% of the full working range, while calibration-characteristic non-linearity is not more than ±2% of the complete measuring range. The sensor uses 6±0.5 V or 12±0.5 V DC. Resistance of each potentiometer is specified as 700 Ω with a ±25% tolerance. Starting torque is 70–150 gf·cm and product mass is 0.15±0.01 kg.
The documented operating-temperature range is −60 to +150 °C. Short exposure to +200 °C is permitted for 10 minutes. These passport values replace the preliminary family data previously shown on the page, including 5 V supply, −55 to +85 °C temperature and mass up to 0.2 kg. The passport also records 0.309 g of gold and 0.259 g of silver contained in the product.
A supply comparison should use the complete parameter set, not appearance or angular range alone. Series 1 is identified by its 6 V or 12 V supply options, resistance tolerance for each potentiometer, cable assembly and mating-connector execution. The passport values belong to the documented MU-616 Series 1 execution and distinguish it from the base MU-616, whose documentation specifies different electrical tolerances.
Two potentiometric channels operate inside the sensor. Shaft rotation moves the contacts across the resistive tracks so each channel produces a value corresponding to the angular position. The arrangement allows connected equipment to receive parallel readings and check their consistency. Incoming inspection should cover smooth movement, binding, progressive output from both channels, resistance, braided cable condition, connector condition, seals and the mounting base.
The passport specifies a warranty operating time of 750 flight hours and a guaranteed life of 150,000 wiper movements along the potentiometer winding at a movement frequency not exceeding 2 Hz. These figures apply to the documented execution and do not replace inspection of the condition and records of the individual unit offered for supply.
Catalogue records associate MU-616 Series 1 with the Mi-8 and Ka-32 helicopter families, the Su-30MKI, and MSRP equipment listed for the Il-76. Matching designation records confirm that the sensor is used in several aviation environments, but they do not establish identical mounting, cable execution or calibration. Installation must be checked against the passport, wiring diagram, illustrated parts catalogue and maintenance documentation for the specific aircraft.
An enquiry should state MU-616 Series 1, the Cyrillic form MU-616 seriya 1 and document reference IVKL.401261.002. The new gallery photographs show MU-616 and MU-616 Series 1 together with their cable assemblies, connectors and potentiometer units. They help compare external execution but do not demonstrate interchangeability. The Mi-8/Mi-17 monitoring and auxiliary equipment category also contains related products: MU-616, MU-615A Series 1, MU-615A, MP-95 ±1.5. These are associated items within one functional group, not automatic substitutes.
The supplied list identifies PGU as a Hydraulic Charging Control Panel. This recorded classification is used as the verified basis of the product card and is not expanded with unconfirmed specifications. The item belongs to ground support equipment used during aircraft maintenance, preparation, inspection, removal, installation or component handling, according to the documented purpose of the exact tool.
Ground support equipment is not an airborne unit. It is normally selected by designation, drawing reference, maintained aircraft type and the applicable maintenance procedure. Visually similar tools can differ in geometry, attachment points, rated capacity, connectors or approved application. For that reason, PGU should be checked against technical documentation before ordering or use.
The functional role of the item is represented by the supplied product type, Hydraulic Charging Control Panel. Work planning should match the designation to the relevant task card, serviced component and aircraft configuration. This page does not imply compatibility with every aircraft or helicopter merely because another tool has a similar appearance. When a drawing or manual reference is not available, an inquiry should include clear photographs of the existing equipment and a description of the intended operation.
Related products in the Ground Support Equipment category may be used during the same maintenance event, but they are not interchangeable. Slings, trolleys, plugs, measuring devices, hydraulic servicing equipment and installation fixtures perform different functions and must be used only within their documented procedures.
Before ordering, verify the complete PGU designation, product name, execution, interfaces, delivery set and required documentation. For lifting and installation equipment, confirm load limits and attachment points. For hydraulic equipment, confirm the working medium, pressure and connections. For measuring tools, confirm the range, accuracy and inspection method. These values must not be copied from a similar product without documentary support.
Incoming inspection should cover the body, welded and threaded joints, fasteners, cables, hoses, locking devices and identification markings, as applicable to the construction. External appearance alone does not establish readiness for service. Actual condition, delivery completeness and suitability for a particular task remain subject to the supplied records and the recipient’s approved inspection procedure.
This card uses Condition: New, YOM: 2026 and Warranty: 6 Months. The item is offered on a pre-order basis. The supplied Offer List records an estimated lead time of 90–120 days, subject to confirmation at quotation. A price is published only when it is present in the supplied Offer List. A useful inquiry should state the Part Number, aircraft or component type, quantity, delivery destination and any requirement for a passport, certificate or drawing.
More maintenance tools are available in the Aviamisto Ground Support Equipment category. Internal links provide navigation to products in the same catalog group and do not establish compatibility or substitution.
Related products in this category: A110M-0000 (UPK-300M), 8AT-9905-100, 8A-9905-500 (8AT-9905-5000), 8AT-9931-00. They are listed for catalog navigation and are not interchangeable alternatives.
VB5.593.079 is the armature drawing number of the carbon brush, not the designation of a complete motor, generator, converter or electromechanism. Keeping those identities separate allows the replaceable contact element to be found without confusing it with the unit in which it operates. The confirmed brush grade for this card is MGS-7. Applicable units include OSS-61 / D-6-6A (K1-5).
The brush acts as a sliding current-carrying contact in an electrical machine. Its carbon block runs against a commutator or contact ring, while the flexible lead carries current to the stationary circuit. This construction maintains electrical continuity during rotation, normal vibration and progressive movement of the brush as its working surface wears.
In service, the brush-holder spring maintains contact pressure between the block and the rotating surface. The brush must move freely in the holder without binding, and the flexible conductor must not restrict its travel. Incorrect dimensions, an unsuitable grade, inadequate pressure or a damaged lead can cause arcing, local overheating, unstable current transfer and accelerated wear.
Selection by appearance alone is not sufficient. A correct order checks the complete drawing number, material grade, carbon-block dimensions, number and position of leads, terminal form, working-face orientation and holder configuration. A visually similar brush of another execution may not satisfy the electrical or mechanical requirements of the applicable unit.
Confirmed application variants: applicable unit OSS-61 / D-6-6A (K1-5), grade MGS-7, carbon block 3.5×4×10 mm, 2 pc per group.
When technical catalogs list several units, grades or dimensions under one drawing, they are presented as confirmed variants inside this single product card. This avoids competing URLs for the same primary Part Number. The required execution must still be confirmed from the maintained unit, removed sample or approved maintenance documentation before supply.
Incoming inspection should cover the carbon block, contact face, edges, flexible conductors, lead attachment points and metal terminals. Cracks, deep chips, loose connections, signs of overheating or defects that prevent free holder movement are unacceptable. Dimensions should be measured on the carbon block and should not include lead length unless the drawing defines another method.
After installation, commutator condition, spring pressure, contact-face bedding and allowable wear must be assessed under the maintenance procedure for the applicable unit. Reliable universal values for current density, contact voltage drop, spring force and wear limit across every VB5.593.079 variant were not found in open sources.
Before installation, carbon brushes should be kept in dry closed packaging and protected from dust, moisture, oil and accidental mechanical impact. Carbon material is comparatively brittle, so the brush should not be dropped, clamped by its flexible lead or stored under heavy parts. The contact face and terminal should not be ground or treated with aggressive cleaners unless the applicable maintenance procedure requires it, because uncontrolled rework may alter geometry, surface condition or electrical connection quality. Packaging identification should be retained until incoming inspection is complete.
For order verification, a useful inquiry includes a photo of the removed brush beside a measuring tool, a separate view of the terminal and leads, and the designation of the unit and brush holder. Width, thickness and length are measured on the carbon block; flexible-lead length and metal hardware are recorded separately. A worn sample must not be treated as the nominal length. Where one drawing has several listed executions, state the required grade, quantity, brushes per group and known unit modification to reduce the risk of supplying a visually similar but incorrect brush.
An inquiry should state VB5.593.079, the required grade, dimensions, applicable unit and quantity. The minimum order is 50 pieces. This product is offered in New condition on a pre-order basis with a six-month warranty. Documentation and the exact delivery configuration are confirmed during quotation. More positions are available in the Aviamisto Carbon Brushes category.
Other drawing-based positions available for comparison include 2063.017 MGS-7, 555.001 MGS-7, 555.003 MGS-8, 555.004 MGS-7. These are related products in the same catalog group, not confirmed interchangeable parts. Any replacement must be verified against the armature drawing, material grade, dimensions, lead arrangement and the maintenance documentation for the applicable unit.
8E5.593.518 is the armature drawing number of the carbon brush, not the designation of a complete motor, generator, converter or electromechanism. Keeping those identities separate allows the replaceable contact element to be found without confusing it with the unit in which it operates. The confirmed brush grade for this card is MGS-7i. Applicable units include PT-1500TSB.
The brush acts as a sliding current-carrying contact in an electrical machine. Its carbon block runs against a commutator or contact ring, while the flexible lead carries current to the stationary circuit. This construction maintains electrical continuity during rotation, normal vibration and progressive movement of the brush as its working surface wears.
In service, the brush-holder spring maintains contact pressure between the block and the rotating surface. The brush must move freely in the holder without binding, and the flexible conductor must not restrict its travel. Incorrect dimensions, an unsuitable grade, inadequate pressure or a damaged lead can cause arcing, local overheating, unstable current transfer and accelerated wear.
Selection by appearance alone is not sufficient. A correct order checks the complete drawing number, material grade, carbon-block dimensions, number and position of leads, terminal form, working-face orientation and holder configuration. A visually similar brush of another execution may not satisfy the electrical or mechanical requirements of the applicable unit.
Confirmed application variants: applicable unit PT-1500TSB, grade MGS-7i, carbon block 2/ 4 × 20 × 32 mm, 1 pc per group, 4 groups in the unit.
When technical catalogs list several units, grades or dimensions under one drawing, they are presented as confirmed variants inside this single product card. This avoids competing URLs for the same primary Part Number. The required execution must still be confirmed from the maintained unit, removed sample or approved maintenance documentation before supply.
Incoming inspection should cover the carbon block, contact face, edges, flexible conductors, lead attachment points and metal terminals. Cracks, deep chips, loose connections, signs of overheating or defects that prevent free holder movement are unacceptable. Dimensions should be measured on the carbon block and should not include lead length unless the drawing defines another method.
After installation, commutator condition, spring pressure, contact-face bedding and allowable wear must be assessed under the maintenance procedure for the applicable unit. Reliable universal values for current density, contact voltage drop, spring force and wear limit across every 8E5.593.518 variant were not found in open sources.
Before installation, carbon brushes should be kept in dry closed packaging and protected from dust, moisture, oil and accidental mechanical impact. Carbon material is comparatively brittle, so the brush should not be dropped, clamped by its flexible lead or stored under heavy parts. The contact face and terminal should not be ground or treated with aggressive cleaners unless the applicable maintenance procedure requires it, because uncontrolled rework may alter geometry, surface condition or electrical connection quality. Packaging identification should be retained until incoming inspection is complete.
For order verification, a useful inquiry includes a photo of the removed brush beside a measuring tool, a separate view of the terminal and leads, and the designation of the unit and brush holder. Width, thickness and length are measured on the carbon block; flexible-lead length and metal hardware are recorded separately. A worn sample must not be treated as the nominal length. Where one drawing has several listed executions, state the required grade, quantity, brushes per group and known unit modification to reduce the risk of supplying a visually similar but incorrect brush.
An inquiry should state 8E5.593.518, the required grade, dimensions, applicable unit and quantity. The minimum order is 50 pieces. This product is offered in New condition on a pre-order basis with a six-month warranty. Documentation and the exact delivery configuration are confirmed during quotation. More positions are available in the Aviamisto Carbon Brushes category.
Other drawing-based positions available for comparison include 995.208 MGS-7, 995.225 MGS-7i, SB4 MGS-7, SB6 MGS-7. These are related products in the same catalog group, not confirmed interchangeable parts. Any replacement must be verified against the armature drawing, material grade, dimensions, lead arrangement and the maintenance documentation for the applicable unit.
