美国航行情报汇编 AERONAUTICAL INFORMATION PUBLICATION AIP 2(2)

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7.1.2.1 The Federal Communications Commission (FCC) requires 406 MHz ELTs be registered with the National Oceanic and Atmospheric Administration (NOAA) as outlined in the ELT’s 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 ELTs and other distress alerting devices.
7.1.2.2 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.
7.1.2.3 Each analog ELT emits a distinctive downward swept audio tone on 121.5 MHz and
243.0 MHz.
7.1.2.4 If “armed” and when subject to crash.gener-ated 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.
7.1.2.5 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.

7.1.2.6 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 either a confirmation of a 121.5/243.0 MHz alert by additional satellite passes or through 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.
7.1.3 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 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. 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.
7.2 ELT Testing
7.2.1 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.
7.2.2 When this cannot be done, aircraft operational testing is authorized as follows:
7.2.2.1 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 or FSS. Tests should be no longer than three audible sweeps. If the antenna is removable, a dummy load should be substituted during test procedures.
7.2.2.2 Digital 406 MHz ELTs should only be tested in accordance with the unit’s manufacturer’s instructions.
7.2.2.3 Airborne tests are not authorized.
7.3 False Alarms
7.3.1 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.
　
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