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How does a PTU (Power Transfer Unit) function in an aircraft? The PTU (Power Transfer Unit) is a component found in Airbus A320 aircraft, designed to link the yellow and green hydraulic systems, offering backup power if one of the systems fails. It operates by automatically detecting pressure differences between the two systems and activates to transfer power when the difference reaches 500 PSI (in systems operating at 3000 PSI). The PTU includes a motor and pump, which are mechanically connected to provide power to each hydraulic system. The green system can support the yellow system and vice versa. Notably, the power transfer is mechanical rather than via hydraulic fluid, as each system uses its own fluid. The PTU is equipped with a pressure line, return line, and case drain line for each system, operating on 28 VDC. It also features a test port and is automatically disabled in cases of overheat, low air pressure, or low fluid levels, with an amber fault light displayed if set to AUTO mode. #aviationknowledge #powertransferunit #aircraft #airplane #AviationDaily #AviationLovers #aircraftlovers #aviation #aircraftmaintenance #AME

#Deutsche #Aircraft, the pioneering German original equipment manufacturer (OEM), has announced a revised entry into service (EIS) timeline for its 40-seater #regional #turboprop, the #D328eco. The aircraft is now set for EIS in the fourth quarter (Q4) of 2027. The adjustments to the timeline align with regulatory changes that entail the detailed and comprehensive certification process and the associated compliance requirements. This update comes after detailed internal review and intensive discussions with customers and potential operators, the aviation value chain and key stakeholders. While the reasons behind this decision are multifaceted, the revised EIS timeline will also enable Deutsche Aircraft to implement additional capabilities and improvements to the brand-new regional turboprop. Deutsche Aircraft continues to collaborate closely with current and potential operators, as well as suppliers, on the latest developments in the D328eco programme. Several new features and capabilities are being evaluated, including a further improvement of #STOL (short take-off and landing) performance, specifically in non-benign operational environments, combined with advanced avionics capabilities. These changes will be made in the context of the current certification and programme envelope and will advance the D328eco to even higher standards of market requirement alignment for both commercial and multi-role operators.

Aircraft Status Goal: The aim is to provide a concise and organized reference to the different aircraft systems, starting with A320 and A330, and soon expanding to include B737 and B777, along with their respective engines. This will also include step-by-step guidance for resetting warnings and messages and quick circuit breaker (CB) locations for easy reference. AssetsTech FZCO ASSETS SOFTWARES - FZCO #Aviation #MRO #Airlines #Engineering #AME #Lessor #Leasing #Assetmanagement #Digitalbusinesstransformation #Recordsmanagement #Informationmanagement #Informationassetmanagement #AircraftAudit #EngineAudit

Electronic Engine Control (EEC): The Heart of the Engine The Electronic Engine Control (EEC) is a critical component of modern aircraft engines. It acts as the engine's brain, ensuring optimal performance, safety, and reliability. Core Functions of the EEC: 1 Thrust Control: Adjusts engine parameters to deliver precise thrust based on pilot input and environmental conditions. 2 Fault Monitoring Continuously tracks engine performance to detect and report issues in real-time, 3 Maintenance Testing Facilitates diagnostic checks and aids in predictive maintenance. Built-in Protections: One of the essential safety features is Engine Overspeed Protection: If the core engine speed exceeds 120%, the EEC automatically cuts off fuel supply to prevent damage. Redundancy for Reliability: To ensure continuous operation, the EEC is designed with two independent channels: If one channel fails, the backup takes over without interrupting engine performance. This redundancy is critical for engine safety and is a cornerstone of aviation reliability. #Aviation #Aircraft #Airlines

SPARE ENGINE COVERAGE 🛫 Spare engine coverage is crucial to support the flying fleet. Besides planned (scheduled) engine removals for overhaul/upgrades it is important to be prepared for the "unknowns" like FOD, Birdstrikes etc.. Spare engines fully QEC'd will help to reduce aircraft downtimes for engine change. On the other hand, fully QEC'd engines means multi million dollar 💵 investments for an airline. The picture shows an example of different spare engine types in permanently (24/7/365) ready to go condition - plug & play 🔌 configuration Left: GE90-90B Middle: GEnx-1B Right: PW4060-3

The Airbus A320 has two air conditioning packs that regulate the temperature and pressure of the cabin and cockpit: The packs are located in the wing root area, in front of the landing gear bay The packs cool and condition air from the engine bleed air system, then distribute it throughout the aircraft The packs operate automatically and independently of each other Hot bleed air enters the pack through a pack flow control valve( pcv), which adjusts the flow rate. The air then passes through several stages within the pack, including heat exchangers, to cool it A single engine bleed air source can usually power both packs, but if the wing anti-ice system is active, it can only supply air to one pack .

Looking to upgrade the batteries on your ERJ 135/145 or Legacy aircraft? Check out this video to learn about the Concorde SLA (Sealed Lead Acid) battery, including how it saves you maintenance, shipping, installation, and operations costs. #aviation #aircraftparts #SLAbatteries #claviationgroup

Duncan Aviation has partnered with Ontic to service and support Thrust Reverser Actuation System (TRAS) parts for Honeywell CF6 and CF34 engines. This collaboration ensures continued support for over 3,000 aircraft worldwide. Through its Lincoln, Nebraska facility, Duncan Aviation will provide repair solutions and maintenance options for TRAS components, extending the life of critical legacy systems. This is a significant step in enhancing support for operators and ensuring reliable performance for years to come. Adam John P. Tim Fidler #MRO #aircraftmaintenance #DuncanAviation #Ontic #CF6 #CF34 #aerospacecomponents #OEM #aircraftengines #engine #aircraftrepairs #maintenance #repair #overhaul #mrosolutions #mroservices #avgeek #mrobt #mrobtnews #aerospaceengineering Read more: https://lnkd.in/d4eykcfk

ISSUE 2 OF SPECIAL CONDITION EVTOL ⏩️The main point in my view is the extension of the maximum certified take-off mass to 5700kg instead of 3175 kg, the max passenger seating capacity remains to 9. This mass increase will allow more flexibility for designers. ⏩️Another significant change is the introduction of requirements for Electrical Wiring Interconnection Systems (EWIS). ⏩️It should be noted that two requirements have been modified to reflect EASA and FAA harmonisation work: VTOL.2105 (b) (1) on accounting for vertiport altitude in performance data and VTOL.2205 (c) on accounting for single failure. Further alignments are expected in the short term. Other changes are about: ⏩️Installation of recorders ⏩️Limited overwater operation for consistency with 2024/1111 (Piloted Innovative Air Mobility Operations) ⏩️Replacement of VMO and MMO by design speeds based on CS27/29 ( small/ large rotorcraft) ⏩️Consistency of safety objectives between VTOL.2240, 2440 and 2510 respectively structural durability, lift/ thrust system fire protection and equipment and system installation. ⏩️Naming consistency with 2024/1111 Read more at https://lnkd.in/ezpEQmVg

APOC 's Technical Manager Engine Division, Bruce Ansell, discusses the differences in the design and maintenance of the LEAP and CFM56 engines, in the latest issue of AviTrader Aviation News. Ansell acknowledges that new materials bring with them new challenges, though he feels that “Maintenance processes have not changed to any great extent, the inspection and repair has differences and a thorough understanding of the component, and material limitations have to be learnt. The new materials are still being developed and show great promise for extended time on wing in the future.” To read the full article: https://lnkd.in/e4eP83Yc David Dundas #APOCAviation #AviationMaintenance #Engines #USM #OEM #CFM56 #LEAP