Radar equipped ATC facilities can provide radar assistance and navigation service (vectors) to VFR aircraft in difficulty when the pilot can talk with the controller, and the aircraft is within radar coverage. Pilots should clearly understand that authorization to proceed in accordance with such radar navigational assistance does not constitute authorization for the pilot to violate CFRs. In effect, assistance is provided on the basis that navigational guidance information is advisory in nature, and the responsibility for flying the aircraft safely remains with the pilot
Experience has shown that many pilots who are not qualified for instrument flight cannot maintain control of their aircraft when they encounter clouds or other reduced visibility conditions. In many cases, the controller will not know whether flight into instrument conditions will result from ATC instructions. To avoid possible hazards resulting from being vectored into IFR conditions, a pilot in difficulty should keep the controller advised of the current weather conditions being encountered and the weather along the course ahead and observe the following:
If a course of action is available which will permit flight and a safe landing in VFR weather conditions, non-instrument rated pilots should choose the VFR condition rather than requesting a vector or approach that will take them into IFR weather conditions; or
If continued flight in VFR conditions is not possible, the non-instrument rated pilot should so advise the controller and indicating the lack of an instrument rating, declare a distress condition; or
If the pilot is instrument rated and current, and the aircraft is instrument equipped, the pilot should so indicate by requesting an IFR flight clearance. Assistance will then be provided on the basis that the aircraft can operate safely in IFR weather conditions
Transponder Emergency Operation:
When a distress or urgency condition is encountered, the pilot of an aircraft with a coded radar beacon transponder, who desires to alert a ground radar facility, should squawk Mode 3/A, Code 7700/Emergency and Mode C altitude reporting and then immediately establish communications with the ATC facility
Radar facilities are equipped so that Code 7700 normally triggers an alarm or special indicator at all control positions. Pilots should understand that they might not be within a radar coverage area. Therefore, they should continue squawking Code 7700 and establish radio communications as soon as possible
One Set, ELT System (Me406)MicroPLB Personal Locator Beacon
Emergency Locator Transmitter:
ELTs of various types were developed as a means of locating downed aircraft. These electronic, battery operated transmitters operate on one of three frequencies. These operating frequencies are 121.5 MHz, 243.0 MHz, and the newer 406 MHz. ELTs operating on 121.5 MHz and 243.0 MHz are analog devices. The newer 406 MHz ELT is a digital transmitter that can be encoded with the owner's contact information or aircraft data. The latest 406 MHz ELT models can also be encoded with the aircraft's position data which can help SAR forces locate the aircraft much more quickly after a crash. The 406 MHz ELTs also transmits a stronger signal when activated than the older 121.5 MHz ELTs
The Federal Communications Commission (FCC) requires 406 MHz ELTs be registered with the National Oceanic and Atmospheric Administration (NOAA) as outlined in the ELTs documentation. The FAA's 406 MHz ELT Technical Standard Order (TSO) TSO-C126 also requires that each 406 MHz ELT be registered with NOAA. The reason is NOAA maintains the owner registration database for U.S. registered 406 MHz alerting devices, which includes ELTs. NOAA also operates the United States' portion of the Cospas-Sarsat satellite distress alerting system designed to detect activated 406 MHz ELTs and other distress alerting devices
As of 2009, the Cospas-Sarsat system terminated monitoring and reception of the 121.5 MHz and 243.0 MHz frequencies. What this means for pilots is that those aircraft with only 121.5 MHz or 243.0 MHz ELTs onboard will have to depend upon either a nearby air traffic control facility receiving the alert signal or an overflying aircraft monitoring 121.5 MHz or 243.0 MHz detecting the alert and advising ATC
In the event that a properly registered 406 MHz ELT activates, the Cospas-Sarsat satellite system can decode the owner's information and provide that data to the appropriate search and rescue (SAR) center. In the United States, NOAA provides the alert data to the appropriate U.S. Air Force Rescue Coordination Center (RCC) or U.S. Coast Guard Rescue Coordination Center. That RCC can then telephone or contact the owner to verify the status of the aircraft. If the aircraft is safely secured in a hangar, a costly ground or airborne search is avoided. In the case of an inadvertent 406 MHz ELT activation, the owner can deactivate the 406 MHz ELT. If the 406 MHz ELT equipped aircraft is being flown, the RCC can quickly activate a search. 406 MHz ELTs permit the Cospas-Sarsat satellite system to narrow the search area to a more confined area compared to that of a 121.5 MHz or 243.0 MHz ELT. 406 MHz ELTs also include a low-power 121.5 MHz homing transmitter to aid searchers in finding the aircraft in the terminal search phase
Each analog ELT emits a distinctive downward swept audio tone on 121.5 MHz and 243.0 MHz
If "armed" and when subject to crash- generated forces, ELTs are designed to automatically activate and continuously emit their respective signals, analog or digital. The transmitters will operate continuously for at least 48 hours over a wide temperature range. A properly installed, maintained, and functioning ELT can expedite search and rescue operations and save lives if it survives the crash and is activated
Pilots and their passengers should know how to activate the aircraft's ELT if manual activation is required. They should also be able to verify the aircraft's ELT is functioning and transmitting an alert after a crash or manual activation
Because of the large number of 121.5 MHz ELT false alerts and the lack of a quick means of verifying the actual status of an activated 121.5 MHz or 243.0 MHz analog ELT through an owner registration database, U.S. SAR forces do not respond as quickly to initial 121.5/243.0 MHz ELT alerts as the SAR forces do to 406 MHz ELT alerts. Compared to the almost instantaneous detection of a 406 MHz ELT, SAR forces' normal practice is to wait for confirmation of an overdue aircraft or similar notification. In some cases, this confirmation process can take hours. SAR forces can initiate a response to 406 MHz alerts in minutes compared to the potential delay of hours for a 121.5/243.0 MHz ELT. Therefore, due to the obvious advantages of 406 MHz beacons and the significant disadvantages to the older 121.5/243.0 MHz beacons, and considering that the International Cospas-Sarsat Program stopped the monitoring of 121.5/243.0 MHz by satellites on February 1, 2009, all aircraft owners/operators are highly encouraged by both NOAA and the FAA to consider making the switch to a digital 406 MHz ELT beacon. Further, for non-aircraft owner pilots, check the ELT installed in the aircraft you are flying, and as appropriate, obtain a personal locator beacon transmitting on 406 MHz
The Cospas-Sarsat system has announced the termination of satellite monitoring and reception of the 121.5 MHz and 243.0 MHz frequencies in 2009. The Cospas-Sarsat system will continue to monitor the 406 MHz frequency. What this means for pilots is that after the termination date, those aircraft with only 121.5 MHz or 243.0 MHz ELT's onboard will have to depend upon either a nearby Air Traffic Control facility receiving the alert signal or an overflying aircraft monitoring 121.5 MHz or 243.0 MHz detecting the alert. To ensure adequate monitoring of these frequencies and timely alerts after 2009, all airborne pilots should periodically monitor these frequencies to try and detect an activated 121.5/243.0 MHz ELT
Battery operated transponders react to forces (detecting a crash) and should operate for 48 hours continuously
Transmit on 121.5 and 243 MHz (guard) and the newer 406 MHz
121.5/243 MHz are analog devices while 406 MHz is a digital transmitter encoded with owners contact and aircraft data; can transmit aircraft position and transmits a much stronger signal
406 transmitters must be registered with NOAA
Pilots should be able to activate and deactivate the ELT manually for testing or in the event of an emergency when they have failed to activate autonomously
Emergency Locator Transmitter Antennas:
Emergency locator transmitter antennas are usually on the upper skin of the empennage and are made of a flexible material
Testing Emergency Locator Transmitters:
ELTs should be tested in accordance with the manufacturer's instructions, preferably in a shielded or screened room or specially designed test container to prevent the broadcast of signals which could trigger a false alert
When this cannot be done, aircraft operational testing is authorized as follows:
Analog 121.5/243 MHz ELTs should only be tested during the first 5 minutes after any hour. If operational tests must be made outside of this period, they should be coordinated with the nearest FAA Control Tower. Tests should be no longer than three audible sweeps. If the antenna is removable, a dummy load should be substituted during test procedures
Digital 406 MHz ELTs should only be tested in accordance with the unit's manufacturer's instructions
Airborne tests are not authorized
Emergency Locator Transmitter Testing Instructions Example
False Signals:
Caution should be exercised to prevent the inadvertent activation of ELTs in the air or while they are being handled on the ground. Accidental or unauthorized activation will generate an emergency signal that cannot be distinguished from the real thing, leading to expensive and frustrating searches. A false ELT signal could also interfere with genuine emergency transmissions and hinder or prevent the timely location of crash sites. Frequent false alarms could also result in complacency and decrease the vigorous reaction that must be attached to all ELT signals
Numerous cases of inadvertent activation have occurred as a result of aerobatics, hard landings, movement by ground crews and aircraft maintenance
These false alarms can be minimized by monitoring 121.5 MHz and/or 243.0 MHz as follows:
In flight when a receiver is available
Before engine shut down at the end of each flight
When the ELT is handled during installation or maintenance
When maintenance is being performed near the ELT
When a ground crew moves the aircraft
If an ELT signal is heard, turn off the aircraft's ELT to determine if it is transmitting. If it has been activated, maintenance might be required before the unit is returned to the "ARMED" position. You should contact the nearest Air Traffic facility and notify it of the inadvertent activation
Activating an Emergency Locator Transmitter:
If declaring an emergency whereby the pilot is expecting to ditch the aircraft, it is recommended to manually activate the ELT in flight
Despite ELT design to self-activate upon ditching, activating an ELT while still in flight to ensure it turns on in the event the crash or the pilot does not or can not
If the emergency situation is corrected, use that same radio you used to declare the emergency to call it off
If you are on the ground, cancel the false alert by calling the U.S. Air Force Rescue Coordination Center at 1-800-851-3051
Inflight Monitoring and Reporting:
Pilots are encouraged to monitor 121.5 MHz and/or 243.0 MHz while inflight to assist in identifying possible emergency ELT transmissions. On receiving a signal, report the following information to the nearest air traffic facility:
Your position at the time the signal was first heard
Your position at the time the signal was last heard
Your position at maximum signal strength
Your flight altitudes and frequency on which the emergency signal was heard: 121.5 MHz or 243.0 MHz. If possible, positions should be given relative to a navigation aid. If the aircraft has homing equipment, provide the bearing to the emergency signal with each reported position
No person may operate a U.S. Registered civil airplane unless:
There is attached to the airplane, an approved automatic type ELT in operable condition
Except after June 21, 1995, an ELT that meets the requirements of TSO-C91 may not be used for new installations (see FAR 91.207 for more)
Must be attached in such a way that the transmitter is not likely to be damaged in a crash, as far aft as possible
Inspections & Tests:
An emergency locator transmitter (ELT) is required by 14 CFR, part 91, section 91.207, and must be inspected within 12 calendar months after the last inspection for the following:
Proper installation
Battery corrosion
Operation of the controls and crash sensor
The presence of a sufficient signal radiated from its antenna
The ELT inspection is not part of preventative maintenance, and as such, must be conducted by an A&P
The ELT must be attached to the airplane in such a manner that the probability of damage to the transmitter in the event of crash impact is minimized. Fixed and deployable automatic type transmitters must be attached to the airplane as far aft as practicable. Batteries used in the ELTs must be replaced (or recharged, if the batteries are rechargeable):
When the transmitter has been in use for more than 1 cumulative hour
When 50 percent of the battery useful life or, for rechargeable batteries, 50 percent of useful life of the charge has expired
An expiration date for replacing (or recharging) the battery must be legibly marked on the outside of the transmitter and entered in the aircraft maintenance record
This does not apply to batteries that are essentially unaffected during storage intervals, such as water-activated batteries
Exceptions:
Ferry a newly acquired airplane from the place where possession of it was taken to a place where the ELT transmitter is to be installed
Ferry an airplane with an inoperative ELT from a place where repairs cannot be made to a place where they can
No other people than the required crew may be carrier aboard a ferried airplane
Does not apply to turbo-jets before January 1, 2004
Aircraft engaged in schedule flights by scheduled air carriers
Aircraft while engaged in training operations conducted within 50 NM radius of the airport
Aircraft engaged in flight operations incident to design and testing
Aircraft certified by the Administrator for research and development purposes
Aircraft while used for showing compliance with regulations, crew training, exhibition, air racing, or market surveys
Aircraft equipped to carry not more than 1 person
Any aircraft with the ELT removed must be placarded with the date of removal, make, model, serial number, and reason for removal
No person may operate more than 90 days after the ELT is initially removed
On and after January 1, 2004, aircraft with a maximum payload capacity of more than 18,000lbs when not used for air transportation
ELTs are required for most General Aviation airplanes
Manufacturers of ELTs are required to mark the expiration date of the battery, based on 50 percent of the useful life (or for rechargeable batteries at 50 percent of their useful life of charge) on the outside of the transmitter
Batteries are required to be changed on that date or when the transmitter has been in use for more than 1 cumulative hour
121.5 MHz is an antiquated frequency, soon to be prohibited by the FCC
Note also, a change (sale) to the aircraft registration certificate carries special responsibilities if the aircraft is equipped with a 406 MHz ELT
Pilots are encouraged to monitor guard frequencies when able
You may be the first to identify and maybe even located a downed pilot!
When determining if an ELT battery requires replacement, its cumulative time must be diligently logged unless the ELT is advacned enough to track the time on its own
