About ELT’s and other such devices . . .

It’s all about getting found when you are down!

For most, an ELT or SPOT device in the aircraft is something that just sits there, and never gets much thought. It is a check item or annual maintenance tick at best. But for those who have experienced, yet alone survived an off-airport emergency landing, the emergency location device takes on a whole new meaning and appreciation for what it does and how it does so. In the world of the ELT, there have been some significant changes that bear discussion and review.

In case you missed it, as of February 1, 2009 the COSPAS satellite monitoring of the frequency 121.5 MHz was discontinued. That has dramatically reduced the level of safety provided by the old VHF ELT’s. Simply put, you do not have a means of automatically notifying the search and rescue authorities if your plane goes down. Basically the only form of VHF ELT detection available now is by other aircraft that may happen to flying close enough to pick up your signal or SAR resources - if they are actually looking for you.

The 406 MHz emergency beacons were designed specifically for satellite detection using geostationary (GEO) and low-earth orbit (LEO) search and rescue satellites. They have a signal power 50 times stronger than the 121.5/243.0 MHz and also provide:

•    improved location accuracy using LEOSAR satellites and ambiguity resolution;

•    increased system capacity;

•    near instantaneous alerting in the GEOSAR coverage area;

•    global coverage; and

•    transmit a digitally encoded message with the emergency beacons unique identification.

On second-generation 406 MHz emergency beacons that are connected to or have an onboard GPS device, position data can be included in the emergency beacon's encoded message. This feature is of particular interest for GEOSAR alerts because the location of the distress signal can be determined without the need to wait for a LEOSAR satellite pass over and is crucial in the event of a distress situation when every minute counts.

With 406 MHz emergency beacons, false alerts are considerably reduced. According to COSPAS-SARSAT, only one out of every 50 alerts from 121.5 MHz is a genuine distress situation. This significantly affects search and rescue resources. With 406 MHz emergency beacons, one of out every 17 is genuine. When registered accurately, most 406 MHz false alerts can normally be resolved with a telephone call to the emergency beacon owner using the encoded identification. Consequently, real alerts can receive the attention they deserve. During 2011, SAR from Trenton received over 500 ELT related callouts. Of those, somewhere north of 300 turned out to be false. While it is a good thing that the calls were in fact non-events, the fact remains there was a cost in human resources and physical response involved. This is where the 406 ELT sets the standard for technical excellence and accuracy today.

The Canadian Aviation Regulations (CARs) 605.38 states that 406 MHz ELTs must be registered with the Canadian Beacon Registry. The information contained in the registry includes the owner's name, aircraft details and emergency contact information. Search and rescue authorities cross-reference the emergency beacon ID with the registry and with a single phone call can determine if the distress signal is a false alert or can collect additional details in order to better respond to the incident. The bottom line would seem to be that the fastest and most accurate SAR response to an ELT incident is going to be with the current crop of 406 units.

The 406 MHz emergency beacons also have a 50 second delay in the event of an inadvertent activation to allow people the time to turn it off. However, if an emergency beacon is accidentally activated, it should be reported to Canadian Mission Control Centre by calling 1-800-211-8107.

The Department of National Defense (DND), which runs Canada's Search and Rescue system, favours the 406 MHz ELT.  But it isn't clear yet whether the government is prepared to fully mandate 406 ELTs, knowing the US isn't likely to follow suit, and knowing that there is new technology (Mid Earth Orbit Satellite systems /MEOSAT) on the horizon that may provide better aircraft tracking options.

Dealing with the current versions of the 406 ELT as a “solution”, back in 2003, Transport Canada issued a Notice of Proposed Amendment (NPA) dealing with compliance to ICAO operating rules by Canadian operators. At that time, ICAO policy stated that as of January 2005, all ELTs should have the capability to operate in both 406 Mhz and 121.5 Mhz simultaneously. For its part, Transport Canada proposed the introduction of a requirement that Canadian aircraft used in international air transport services should be equipped with 406 MHz ELTs. Transport Canada did not at that time mandate the use of 406 MHz ELTs for domestic operations.

Transport Canada sent the proposed new regulations “back” for discussions and consultation with “stakeholders” in May 2010. In July of that year the Director General of Civil Aviation for Transport Canada, Martin Eley, while speaking to the Canadian Business Aviation Association convention in Calgary stated "an ELT regulatory package is currently being processed and will come into force as soon as possible." He went on to say that "the current regulation does not mandate a 406 MHz ELT, but it does require that you have a transmitter with similar performance capabilities. We are also giving you time to make this upgrade to your aircraft. This will also provide time for ELT production to increase." He didn't specify what those timeframes would be. Eley also sent the NPAs back for further review again in 2011. So any timing for change from Transport Canada to the 406 ELT regs or a look at integrating the other options and alternative technologies or refinements is anyone’s guess.

In the event that you are thinking you do not need an ELT that is not the case. You still require an ELT – it is just a question of which version for today and then again for tomorrow?

Some pilots are reported to be using satellite flight tracking services (mostly for commercial purposes) or devices like SPOT, in addition to an older 121.5 ELT. SPOT devices are a family of handheld untis or “worn” devices like a watch – or phone apps on a wireless consumer device – that use both the GPS satellite network to determine a user’s location and the Globalstar network to transmit messages. Working with GPS SPOT units coordinate to others including an international rescue coordination center. One important note here – this is not monitored by SAR. That means a third party is involved in relaying any such emergency calls to the authorities after a signal is received by them. SPOT units are popular for their size (most fit in your pocket or sit in a place of choice within the cabin) and price. They do have a track record of success. That said, while SPOT units are legal for use in Canada today, some folks in the know consider them to be a fringe product in comparison to the 406 ELT.

SPOT devices are not designed specifically for the aviation environment and may lack the testing or robust design and structure that is required for the environmental and operational extremes of the airplane. Consider if you will please that during a crash, anything not fixed to the aircraft firmly can and will be subject to separation and scatter – usually away from the fuselage. A possibly incapacitated or injured occupant has limited mobility and movement.  Imagine having to extract yourself from the remains of the aircraft and go in search of your SPOT device so that you can activate it?

This is where a fixed, integrated system like the 406 ELT is designed to work automatically or even upon early, manual activation by the crew as the aircraft is going down.

For their part in this discussion, COPA in a fairly recent report by President, Kevin Psutka report that: “ICAO is both reconsidering its commitment to ELTs and developing a new specification for ELTs to improve their performance with a new constellation of monitoring satellites that will be in place by 2015.”

COPA has offered a compromise solution for many years and feels that it still remains viable. “In light of DND’s commitment to the COSPAS-SARSAT monitoring system, to be compatible with the US, who are not mandating 406 ELTs, and to provide more time for ELTs to be developed, produced and delivered at an affordable price, the requirement to equip with an ELT should continue but non-commercial aircraft should be permitted to retain older ELTs and their pilots should be encouraged to equip with an alerting device (cell phone, sat phone, Personal Locator Beacon, tracking device, etc.) that is appropriate for the type of operation and area over which the aircraft will be flown” says Kevin.

In conclusion – the ELT skies are a little overcast right now. You need to have a way to get found if and when needed and clearly at present there are options, but what you choose, how much you spend and what system of preference you make is all personal. Most of us want the best possible and most reliable system integrated into our aircraft. The best thing to do here is talk with an avionics service provider or dealer and get them to review you operations profile and the available options emergency response and preparedness. The worst thing you can do is be sitting next to the wreckage of your aircraft pondering why you did not have that conversation.