The 406 MHz ELTs also transmits a stronger signal when activated than the older 121.5 MHz ELTs ![]() 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 newer 406 MHz ELT is a digital transmitter that can be encoded with the owner's contact information or aircraft data. ELTs operating on 121.5 MHz and 243.0 MHz are analog devices. These operating frequencies are 121.5 MHz, 243.0 MHz, and the newer 406 MHz. These electronic, battery operated transmitters operate on one of three frequencies. ELTs of various types were developed as a means of locating downed aircraft.Assistance will then be provided on the basis that the aircraft can operate safely in IFR weather conditions 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.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 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.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: In many cases, the controller will not know whether flight into instrument conditions will result from ATC instructions. 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 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 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. 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.And help reduce the time those SAR guys are out in the crap risking their lives and spending public dollars looking for you.Radar Service for VFR Aircraft in Difficulty: Employ tools to let others help you when you need it most. My Spider account info is listed on my 406 registration, too, since I don't always file a flight plan. That's the first place they look so it's a good way to help. Alaska FAA let's us link Spiders, Inreaches, and SPOT tracking on our flight plans. The more info you can provide to reduce the time they spend trying to validate the signal, the better off you are. They do a telephone investigation to validate the signal is real. When an RCC gets an ELT signal they don't just rush to the helicopter to go look. 406 ELTs are much better tools for getting found. Google forensic radar in SAR and you'll see some articles that talk about cell phone and transponder tracking. Alaska doesn't have the communications coverage that you lower 48 guys enjoy. ![]() A little hunting around with the boat guys should provide some ideas on any electrical issues.Ī couple of high profile accidents in Alaska in the past couple of years used forensic radar analysis to determine the accident locations. ![]() ![]() That said, the NEMA 0183 is a broadcast type protocol (RS-232 is an electrical spec.) so there should be no protocol problem sending it two places simultaneously. Personally I would not worry about trying to mickey-mouse a GPS connection. There is a duty officer 24x7 who will pick up the phone. You could call AFRCC and ask: 80 Unless they are very busy, I have found them to be very helpful with the occasional question. So it's theoretically tens of minutes slower without GPS, which will have little effect on getting the cavalry on the way as AFRCC will be trying to contact the beacon owner prior to kicking things off. If there is GPS info, the geosynchronous bird gets GPS coordinates immediately in the 406 signal. Non-GPS locations are doppler solutions, so take a few LEO satellite passes to establish. FWIW the reports I have heard say that ELT location where the ELT is not-GPS augmented is very, very good.
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