We have two HF's for the oceanic crossings in all of the airplanes that operate across on a normal basis. We only use them when crossing a FIR boundary for a SELCAL check, as we're using CPDLC for communications unless it's inoperative.

As far as I know, when we reposition one aircraft type across the Atlantic that remain in theatre, those aircraft fly the Blue Spruce routes as they only have one HF (and ironically no GPS for navigation)... But, I've honestly never paid attention...

Jason

Thanks for that link. That was more than I knew about the plane. However I'm pretty sure one of the poster's was the pilot we were going to use to ferry the plane from Quebec to KGJT. We couldn't get his schedule to line up with the weather as the trip had to be VFR.

Prior to seeing it, and knowing it was a camera plane up in Canada, I assumed it had been doing survey work up there. When I went to see it and spoke with the Yves, the owner of the maintenance shop, he told me it had been travelling the world taking pictures and that it went to places where maintenance was difficult so the owner told him to have it 100% every time it dispatched out of country for a few months.

Being a Marine I again incorrectly assumed military contract as I know some guys that do that. Wrong again, he said no military work, all government contract, and left it at that.

Hello Forest,
remind me how you set up the antenna system for HF in your Aerostar

thx
ali

Interesting. The FAA also reminded me I need two sources of long range navigation for flying that far offshore.

I'm putting in a KHF 950, which by itself with the antenna is about a $25k install. I'm considering two options in addition, both which add about $5-10k. One is SELCAL (selective calling, where ATC can tell you they want to talk to you via an aural or visual alert and you don't have to listen to static on the HF waiting for a call). That requires both SELCAL capability on the KHF 950 and a SELCAL decoder (Jetcall 2 is what was suggested).

The other is ALE (automatic link establishment) which will automatically find the best frequency of a group for communicating with ATC. Not sure how big a deal that is for a 4-5 hour flight but I guess if I'm flying near sunrise or sunset it's more important. ALE requires the KCU-1051 control unit, which is rarer and more expensive.

Anyone have experience with any of these options?

Nathan

Inverted V with one end connected to the pitot tube.

Radio is in box above the fuselage tank.

I have a Collins HF radio with SELCAL in my PL21 system. I think SELCAL is required if you use the HF frequently for long flights. Listening to static for hours is not fun. Try turning off the squelch on your VHF radio for a few hours during a flight and see how you feel.

I also have an Iridium sat phone to meet the 2 long range radio requirement.

I have not seen any indication that ATC is equipped to use ALE. in the handoff from VHF to HF ATC gives you the HF frequency to make initial contact and do a SELCAL check. I would not think ATC wants you to change frequency via ALE without their acknowledgement.

Interesting. The FAA also reminded me I need two sources of long range navigation for flying that far offshore.

I'm putting in a KHF 950, which by itself with the antenna is about a $25k install. I'm considering two options in addition, both which add about $5-10k. One is SELCAL (selective calling, where ATC can tell you they want to talk to you via an aural or visual alert and you don't have to listen to static on the HF waiting for a call). That requires both SELCAL capability on the KHF 950 and a SELCAL decoder (Jetcall 2 is what was suggested).

The other is ALE (automatic link establishment) which will automatically find the best frequency of a group for communicating with ATC. Not sure how big a deal that is for a 4-5 hour flight but I guess if I'm flying near sunrise or sunset it's more important. ALE requires the KCU-1051 control unit, which is rarer and more expensive.

Anyone have experience with any of these options?

Nathan

I just got confirmed that the Commander 900 model's (when it gets updated to allow RSVM) ceiling also goes up to FL350. So both 900 and 1000 models can do FL350.

I am looking at radar options as I try to plan out the panel upgrades. I know I have a RDR 1100/IN-2027A but I'm not sure if it's a 10" or 12" plate. I'm not where I can open mine up and check right now. Would any 441 owners know?

Thanks,

Lance

Once Weststar got a hold of her the items added up too quickly. New glass, cracked canted rib, corroded seat tracks, etc. They ate through a lot of the contingency before they really got started on all the necessary inspections, so I'm pulling the plug.

The engines did look pretty decent though.

Anyway, I've started a new thread in airplanes for sale. I'll probably end up parting her out unless someone has more testosterone than I.

It was worth a shot to take a look at her and see if we could make a go of it. But it's better to get out before I'm pot committed and upside down.

Maybe I'll go look at a Merlin!

Cold winter air can hide a multitude of ills.

A friend of mine did a prebuy on an MU2. Engines seemed to be "okay". Discovered that the turbine section was badly eroded from chronic overtemp operation. The cold air allowed the engine to still make rated power. In the summer, the engine would have been a dog.

My friend passed on the airplane, later learned they did a premature HSI to the tune of $75K per engine to get the engines back to health.

Mike C.

Yes, the MU2 K model (-6 engine) had torque and ITT limiter.

Even when the airplane is so equipped, most pilots I know don't use it. More engine damage occurs from using the limiter than from not from what I have learned.

My engine had the same originally (also -6), but when converted to -10, the temp limiter function is removed since there is no defined constant max temp.

Mike C.

Yes, the MU2 K model (-6 engine) had torque and ITT limiter.

Even when the airplane is so equipped, most pilots I know don't use it. More engine damage occurs from using the limiter than from not from what I have learned.

My engine had the same originally (also -6), but when converted to -10, the temp limiter function is removed since there is no defined constant max temp.

Mike C.

In theory, it sounds nice.

In practice, it doesn't actually do that much to protect you and leads to certain situations where it hurts you if you aren't careful.

It works pretty much like you describe. As the system senses reaching either temp or torque limit, it starts bypassing fuel to keep within limits. This means the power lever is generally set HIGHER than the power you are getting.

If you switch off the system inadvertently or without retarding the power lever, overtemp.

If the system fails while in use, overtemp. Note that this may produce no indication to you as there is no RPM change.

If you forgot to turn it on and expect it to limit your power, overtemp.

If the system falsely senses overtemp or overtorque, it can lower power output from one engine causing what is a partial engine failure.

If you are running at the limiter, the bypass can fluctuate and interact with the prop governor and prop sync in an annoying way.

The net effect is that the pilot has to watch the limiter and not really use it, so you might as well not have it.

The last thing is that the -10 engine conversions don't limit temp anyway, they limit only torque, and torque doesn't really hurt the engine, so it is of little use anyway.

I don't know a single MU2 pilot who uses the limiters, and many old time MU2 pilots tell me to not use it for the reasons above.

Mike C.

Mike,
The SRL system on the Merlin/Metro does not work the same as your MU-2. It only limits EGT and has no reference to torque.

Jason