Sometimes finding the info in previous threads is like looking for a needle in a haystack - but here are two threads with some antenna info:
1)
https://vansairforce.net/community/showthread.php?t=36126&highlight=ELT+Antenna
.5
2) Post #12>
https://vansairforce.net/community/showthread.php?t=205152&highlight=ELT+Antenna&page=2
AS AN FYI - while most 406 MHz beacons also include a 121.5 MHz transmitter, the ELT406GPS (
https://www.emapa.aero/v/ELT-BROCHURE.pdf) does not. The company said the FCC banned 121.5 MHz receivers while the ELT406GPS was undergoing certification, but “the FCC and FAA have since worked out their differences and agreed to allow 121.5 MHz back in any new systems being certified,”. Although they admitted they could inexpensively equip the beacon with a 121.5 MHz beacon, the recertification effort would make it cost prohibitive.
Yes Sir I know. Following this topic for decades. Read my post above. 406 is better. However I have 121.5/243 Mhz, both are still monitored. I have ways to mitigate this (read below). I am not cavalier or disregard safety, and may purchase a 406 someday soon. By the time I buy one they will have something better (satellite ADS-B is here).
Forget needle in hay stack for a second. Again 121.5 is monitored by ATC real time 24/7/365 by humans. I was in ARTCC and heard one go off. At airlines most of us fly around with Com #2 on 121.5Mhz, and/or 123.45 which is air-air as you know. We hear an ELT we report it. ATC knows our location. They ask questions, strength etc. They do whatever the controller handbook says; likely tell a supervisor who makes calls, is my assumption.
The 243 Mhz is no longer monitored by the NOAA COSPAS-SARSAT satellites. Fact. However I believe (could be mistaken) the military satellites can/do receive 243. Is it actively monitored for S&R, or will they report on a "hit". Don't know? Let's say no. If there is a known missing aircraft, I'd hope someone would call military (I believe Air Force runs the satellites or now Space Force maybe). If they do have that data they can pull it up and say yes at this time, approx location (huge radius of probability) a 243 signal was heard. So at least they know the plane is down and ELT went off. This is where other things come in, read below.
I do know 406 ELTS have 121.5. It is required by the Regs. This is still part of the equation in aircraft S&R, homing to location w/ direction finding gear, assuming the ELT went off and you are still breathing, both not assured 406 or no 406 ELT. ELT VHF homing is pretty good but range is short. Depends on how the transmitter antenna is setting (towards the sky or in the dirt) and surrounding terrain. Clearly satellite is the way to go. That is not up for debate in my mind, but again if antenna is in the dirt or coaxial broke, let's not kid ourselves. Call police with your address and see how long that takes...
However we are talking about crashing here. My thought is don't crash.
Also sadly if the accident is fatal ELT is not going to help. So don't crash or if you do make off field landing know how to do it, practice.
Living in the NW (Cascade Mountains, dense 150 foot tall evergreen forest) from time to time they find airplanes missing for decades and decades. One I recall was close to the remote airport with not so rugged terrain. No one knew he was out there. Look up Steve Fossett, another example, flying around in remote area no knew what he was doing and where. That S&R was massive. Hikers found his wreck a year later. He was nowhere to be found (elements, animals).
This is what I do:
- Fly over populated areas.
- XC, especially over remote areas, file VFR flt plan + flt following or IFR flt plan
- I tell friends and family exactly what I am doing, do that, call them when I land
- First aid gear / survival gear / signaling device-mirror-smoke, in plane.
- PLB (keep in mind cell coverage may be available as well)
PLB on 406 or subscription SAT COM gear is available with tracking. True it will not go off if you are unconscious. However if you have time turn it on early, on the way down. Call Mayday x3 and best Center has you on radar. The ONES with TRACKING that ping from time to time are really nice. This requires people on the ground to know how to access this data and know you are flying and when to expect you. All these things can be better than JUST a 406 elt strapped to your plane that goes off if you crash.
If we are going to take survival seriously an ELT is only a tiny piece of it.
TRACKING by people you know on the ground is so important. So important that ALL PART 121 Air Line flights must have flight following by the airline, and two way COM with company for entire flight. The airplane must be in contact with flight control at all times. Internationally it is/was by HF radio. Now they use satellite com and data links through the aircrafts control display units. We can approximate something like that with subscription services AND have someone KNOW where we are going and when. These units track the plane IN FLIGHT (not just when it triggers in a crash); Your people can pull it up. As well a handheld VHF radio might be able to call an airliner on 121.5 or 123.45 flying overhead. I recommend everyone put their standby radio on one of these two guard freqs and monitor them when flying around the country. I have reported a few ELT's. Most likely false alarms, which was the reason they went to 406, sending out contact info and tail number. Huge money was wasted on S&R. I forgot to close a VFR flight plane in my early days. Keep in mind people did not have CELL phones. So you had to close it in the air or find a phone.
Also lets not gloss over ADS-B. So 406 ELT's are important. but we can do even better. Something like ADA-B ground or satellite even better will helping people faster. ADS-B is alresdy useful in accident investigations.
The most important is PILOT SKILLS, currency, competency, engine out practice to landing or near landing. Slow flight, stalls, running checklist from memory, etc. No ELT can save you from a stall spin. People STILL fly into really bad weather and run out of fuel... A 406 ELT is after the accident. The idea is NOT have an accident in the first place. Then second how do I make a good survivable forced dead stick off field landing. To para phrase Bob Hoover, fly the plane into the crash and all the way through it, don't stop flying the plane.
Last how do I survive in the boonies with no help for hours or days, may be hurt? What time of year is it? Do I need warm clothes, food, water, shelter? People who buy a $2K or $4K ELT thinking it is going to save them without doing all these other things have a false sense or security. There is a famous case way back in the piston airliner days. A crash in the sierra nevada mountains, california, all killed but two survivors, mother daughter, with minor injuries. They lived for a long long time, week or weeks, after the crash, but succumbed to the elements. Bottom line is attitude of safety. The 406 ELT is a go to and required now for new installations, but if you do nothing else in preparing for the worst and always planning to minimize risk, it's really false security. I rather be the pilot who is safe, mitigating risk, well prepared for emergencies, with an old ELT, supplemented by other tech (ADS-B, PLB, Commercial SAT trackers), than a pilot with a 406 ELT who kicks the tires and lights the fire. In no way do I suggest don't get a 406 ELT. If you are the latter pilot who kicks the tires AND has an old ELT, flying over remote desolate places not telling anyone or talking to anyone... well...
BTW Blancolirio did a video recently on a C210T engine failure (dead stick) into Aspen. He had VRF flight following. He landed safely. Crashing in the Rockies even with an ELT is going to be a desperate situation. So may be don't fly direct over the Rockies at 16,500 feet early winter? Take your chances. Up to you. If his engine failure happened eairler before crossing a major ridge and not so close to Aspen.... yikes.
