Part #:

Model: KCU-951

BendixKing - HF Control
Part Number :

  • DZUS mount, digital control for use in KHF-950 HF system
  • Used in conjunction with KAC-952 antenna coupler and KTR-953 receiver/exciter
  • Gas discharge readouts display all frequencies and preset channel numbers
  • Has 99 pilot-programmable channels
  • Models available with black or gray face plates (see table below)
  • Models available with 5, 28, or 115V red or clear color lighting (see table below)
  • Model available with night vision goggle capablility (see table below)
  • Models available with 23 MHz limit tp prevent fuel computer interference (see table below)
  • Photocell adjusts brightness of display
Size: 5.75"W x 2.00"H x 7.7"L Weight: 1.1 lbs.
TSO Compliance: TSO C31c, C32c, DO-163, DO-160 Env. Cat. D1A/KPS/XXXXXXABAAB Temperature Range: -20C to +55 C (operating)
Part NumberHF Control Display Description
064-1016-00 28V Clear lamps, Black Bezel, Frequency Range to 29.9999 MHz
064-1016-01 5V Clear lamps, Black Bezel, Frequency Range to 29.9999 MHz
064-1016-02 28V Clear lamps, Gray, Frequency Range to 29.9999 MHz
064-1016-03 5V Clear lamps, Gray Bezel, Frequency Range to 29.9999 MHz
064-1016-04 28V Red lamps, Black Bezel, Frequency Range to 29.9999 MHz
064-1016-05 115V lamps, Black, Freq. to 29.9999 MHz, Night Vision Goggle compatiblility
064-1016-10 28V Clear lamps, Black Bezel, Frequency Range to 22.9999 MHz
064-1016-11 5V Clear lamps, Black Bezel, Frequency Range to 22.9999 MHz
064-1016-12 28V Clear lamps, Gray Bezel, Frequency Range to 22.9999 MHz
064-1016-13 5V Clear lamps, Gray Bezel, Frequency Range to 22.9999 MHz
064-1016-14 28V Red lamps, Black Bezel, Frequency Range to 22.9999 MHz


- HF Control

NSN: 5895-01-341-1067

Price Condition Status
- HF Control

NSN: 5821-01-185-7614

Price Condition Status
- HF Control
Price Condition Status
- HF Control
Price Condition Status
- HF Control
Price Condition Status

Click on a question below to see the answer. If you have a question about this model that is not answered below, please contact

None, they represent the same unit. Original King Radio part numbers were 9 digits. For example, 066-3056-01. During the Bendix and King merger (i.e. Bendix/King), a new part numbering system was created that converted these 9 digit part numbers to 12 digits. Therefore, 066-3056-01 became 066-03056-0001. Despite this numbering change, units that were originally from the King Radio design still have the 9 digit part number format on the unit dataplate. The 12 digit format for King units appears to be used for catalog and internal Honeywell purposes only. Therefore, any unit that has a zero in its third to last number (i.e. XXX-XXXX-X0XX) has a 9 digit part number (i.e. XXX-XXXX-XXX) on its dataplate / ID Plate.
P serial number KHF-950 units are normally initial production units without most recommended service bulletins or product improvements. Most P serial number units still available on the avionics aftermarket are in poor condition and can be very unreliable.
Serial number 1500 and below limits the component interface availability of the system and in the aircraft. That is, all of the units in the system must be below 1500 in order for a complete system to function correctly. In addition, these serial numbers indicate older units which cause reliability issues.
In January 1989 Bendix/King changed from a nine digit to a twelve digit part numbering system. The new, larger 12 digit numbers allowed for the inclusion of software version into the last two digits of the part number for certain units in which software changed frequently such as EFIS and TCAS processors. Therefore, the two digits immediately preceding the software version indicate the hardware version of the unit.

Different software versions imply different operational features and/or interface capabilities and software modifications imply software repairs (bug fixes) to insure proper operation of these features and interfaces. Software version upgrades frequently require hardware modifications to the unit. Such hardware modifications accompanying software version upgrades do not necessarily change the hardware version of the unit.
Yes, with the appropriate equipment, hardware, antenna, and installation considerations.

A shorted tranline often referred to as "towel bar" antennas are best suited for helicopter applications. Towel bar antennas are attached parallel to the tailboom and fed in on the forward end (please see below example). Very specific instructions in relation to spacing, antenna construction, length, and mounting surface should be followed in order to minimize poor efficiencies at the low frequencies.

Since the towel bar style antenna is considered a short or shunt type HF antenna, the -02 version of the KAC-952 antenna coupler along with the KA-161 external capacitor must be utilized in this type of installation.

In certain installations, a towel bar style antenna may not be possible. Therefore, the KA-98 probe antenna may be used in the KHF-950 system. The same installation considerations (as mentioned above) would need to be observed since all short antennas provide poor efficiencies at low frequencies. A rod style antenna element is installed onto the front of the KA-98 (see picture below). It is important that the probe antenna be provided with a good RF ground. Therefore, the coax feedline from the KAC-952 coupler to the KA-98 cannot exceed 18 inches. In addition, the KA-98 can only be used with the -02 version of the KAC-952 and the KA-161 external capacitor to allow the antenna to tune more efficiently.

If this 18 inch requirement cannot be met, then the KHF-990 HF system should be considered since the amplifier is built in to the KAC-992 probe antenna coupler.

Can the KAC-992 probe antenna coupler be used with a KHF-950 system?

No. The following is a detailed explanation of some of the technical aspects within the KHF-950 and KHF-990 that prevent the KAC-992 from being used in the KHF-950 system.

The standard KHF-950 consists of the KCU-951 Control, KTR-953 Receiver Exciter, and KAC-952 Power Amplifier/Coupler.

In the transmit mode of operation, the KTR-953 provides a low power (milliwatts) signal (at the selected frequency) to the KAC-952. This excitation signal is amplified in the KAC-952 to provide the rated output power (watts). The power amplifier is contained in the KAC-952. The KAC-952 also tunes the antenna to the desired frequency by electronically varying the antenna’s length.

The standard KHF-990 system consists of a KFS-594 control, KTR-993 R/T, and KAC-992 probe antenna coupler.

The receiver/exciter and power amplifier is contained in the KTR-993. The output of the KTR-993 is the amplified RF signal at the rated power (watts). The KAC-992 is strictly an antenna tuner and provides no amplification. Also, the KTR-953 would not provide the commands required to initiate the tuning cycle.

If the KTR-953 was installed with a KAC-992, the output of the KTR-953 would not supply adequate power to drive the KAC-992. Even if it was able to tune, the output power would be millwatts (1/1000) instead of a hundred watts.
For most Cessna Citation models, the following Dayton Granger parts will serve as a suitable HF antenna:

5ARM300-11C Tension Unit
14379 Anti-Precip Wire (30 feet)
16390 Feedthru Assembly
3280 Anchor Kit

Please search individual parts on SEA's website for pricing.
In most cases, a Supplemental Type Certificate is not required for the installation of an HF system. Major changes or alterations to an aircraft may include those which affect weight, balance, structural aspects, reliability, operational characteristics, airworthiness characteristics, etc. Some major alterations can be performed using the FAA Form 337 with approved data. This approved data can be in the form of engineering data with a FAA designee approval (i.e. DER, DAR). The DER or DAR then issues an FAA Form 8110 which is considered approved data adequate to proceed with the installation.

HF installations in the USA are installed and approved in the method detailed above. STCs are not required for almost all HF installations since the change to the existing aircraft Type Certificate (TC) is not so intensive as to require one.