I rarely get on my soapbox, but 406 PLBs are so inexpensive compared to their value to you and your loved ones should something happen, not to mention how much time money and risk to search and rescue personnel they save, that there's really no good reason I can think of not to have one.

I keep mine on a lanyard around my neck and make sure that everyone on board knows how to activate it.

I plan on adding a 406 ELT as well, for the absolute worst case scenario where there's no one to push the button.

Like the slogan says: "take the search out of search and rescue."

I'm confused why it is not reasonable for a person to activate an Elt, while still able, and in the air, if there was a real likelihood the aircraft (and by statistics, and logical extension, its occupants) might sustain moderate to significant damage during the landing. Even the new elt's fail to activate 20% of the time, and are unable to be received somewhat more often than that due to fire, damage during the crash, and terrain. It's not like there are throngs, or even significant numbers of isolated cases, of pilots with an over-eager panic button to my knowledge.

If moderate to severe damage is experienced, the chances are that the Elt will (should) trigger anyway. If you feel the need to use a spot 911 (lots of history to back up the fact they call SAR for you pretty darned quickly), you are choosing to make the same pre-emptive decision...and a smart one at that IMHO. If you trigger the Elt early, you are simply making the decision that you understand the situation may be serious or grave, and are eliminating the odds (better than 1 in 5) that the Elt may not auto activate when the inevitable happens. If you beat the odds in rough country and are even able to survive, you won't have the opprtunity to activate, and if things don't go perfectly (fire, etc), friends and family, and those of your passengers, may be waiting a long while. Summary: manual activation and auto activation are pretty much the same thing in the end, with manual being a bit more certain of success. Id rather have a lot of explaining to do than risk it. The fact is, if I happen to know I'm going to crash with a high risk to life or limb, I can't think of a better time to notify than while I still can. If I can plan slightly better for a somewhat better outcome for me or my passengers, I will.

The ACK will interface to a NMEA compliant device that allows proper sentence configuration. Most have this feature (handhelds included). I've never come across a chipset that did not support NMEA protocol. They might exist-I've just never seen one. They might have a 232 interface, but they still speak NMEA.

I have no opinion or knowledge as to whether a gps that is not certified for nav use is ok to use with an elt legally, however. I have a 300 and a 496. Both seem to interface fine.

For those thinking of a fixed 406 ELT, the Artex ME406 has been having a lot of issues with the G switch failing, the Kannad 406AF is easier (and cheaper) to install, a little smaller than most, but costs a little more when the battery is due replacement. I've just fitted an AmeriKing AK451 to an RV and it's a chunky great thing. The Kannad is my choice

I've got the Kannad in 2 planes and Artex in the other but I wouldn't rely on them to work in a nasty crash.. I'll be switching my GPS equipped PLB on if I need it and am able to

onefitty wrote:The NZ CAA in their wisdom have mandated fixed 406 ELT's, the $$/reliability ratio just doesn't work unfortunately so I always carry a 406 GPS PLB. If I'm over water it's strapped to my lifejacket otherwise it's always within reach. I've included switching on both the fixed and the PLB in my engine failure checklist, useless at low altitude I know... This far south there can be several hours delay with satellite passes to figure a position whereas the GPS unit will zap out the coordinates pronto

I think the SPOT and Spidertracks etc would be worth it

I now carry a new Kannad PLB thanks to Flightlogic's generous offer. Is it reasonable to expect one could deploy it in flight during an engine out? Guess I should study it more and pretend practice. Seems it would also be quite vulnerable to damage or loss during the landing with it out and the antenna undone.

Mark J

marcusofcotton wrote:

onefitty wrote:The NZ CAA in their wisdom have mandated fixed 406 ELT's, the $$/reliability ratio just doesn't work unfortunately so I always carry a 406 GPS PLB. If I'm over water it's strapped to my lifejacket otherwise it's always within reach. I've included switching on both the fixed and the PLB in my engine failure checklist, useless at low altitude I know... This far south there can be several hours delay with satellite passes to figure a position whereas the GPS unit will zap out the coordinates pronto

I think the SPOT and Spidertracks etc would be worth it

I now carry a new Kannad PLB thanks to Flightlogic's generous offer. Is it reasonable to expect one could deploy it in flight during an engine out? Guess I should study it more and pretend practice. Seems it would also be quite vulnerable to damage or loss during the landing with it out and the antenna undone.

Mark J

Mark,

None of these handheld PLBs is going to be able to get a GPS position very quickly, even if they have a good view of the sky. That'll take a few minutes....not long, but probably longer than you'd be gliding.

I'm a big believer in the 406 ELT with GPS enabled. My ACK 406 is connected to my Garmin 396 handheld, which is on any time I'm flying. In the event of an engine failure, for example, I would DEFINITELY activate the ELT manually, with the remote switch. That would send a distress message to MCC within 50 seconds, with my I D and current position. If nothing bad happens in the "arrival", I can always turn the thing off. RCC, after they're alerted by MCC, is going to try to call you via phone if they receive an alert. So, if you happen to have cell phone coverage where you landed, you'll receive a phone call from the nice folks at Tyndall AFB in FL. Tell them no worries, or send out the troops.

My initial ACK unit had a bad switch and it activated in turbulence going into OSH last summer, right after installation. I was descending to Fisk when I hit some low level turbulence and the ELT alerted. Within a couple minutes, my cell phone rang, and it was RCC at Tyndall. I was sorta busy landing at the time, so called them once on the ground. They were very nice, and happy that there was no need to search. Case closed. And, yes, RCC told me that they had a series of GPS locations, as my beacon transmitted every 50 seconds with a new location, until I parked. They were able to tell me very precisely where I was parked as well. And, ACK replaced the beacon at no cost. The new one works fine and no unintentional alerts. Cheapest 406 around with GPS connectivity, and if you already have an ACK 121.5 box, the 406 goes in the same mount.

I carry a PLB in my vest or pocket as well. That's my last ditch gadget if everything else fails. But, like any GPS unit, it'll take a LITTLE bit of time for it to find itself once deployed, and being inside a cockpit decreases the liklihood that it'll work. Remember, not only does the PLB have to receive enough satellites to geo-locate, it also has to then transmit the distress signal out to the satellites. If a satellite isn't in view through your windshield.....

I leave the PLB as a ground device, and an essential one. The newest ones are tiny and not nearly as expensive as the earlier ones.

I also carry a SPOT, but that's a comm tool to let my wife know I'm still around.

MTV

Tadpole wrote:

Point338 wrote:Is all the CAP hate justified?

I don't see any hate towards CAP at all in these posts.

I also don't see any hatred in these posts. I have seen a WIDE variation in "squadrons" however. I've been involved in several searches over the years, and I've been the subject of two searches myself.

I want ANYone EXCEPT CAP to search for me if I'm ever in another "fix". That is based on substantial experience, on both ends of a search. There are indeed good folks associated with SOME CAP groups, but that is highly variable.

The very notion that CAP is now establishing TFRs for searches scares the shit out of me, frankly.

If you want to actually be found and/or rescued, get in touch with the true professionals, the military/guard or the professional pilots in the neighborhood, not the CAP.

The state of Montana and a few other states have a GREAT SAR program, managed by their Aeronautics Division. They provide training to search pilots, then call out those pilots in the event of a missing aircraft. I've participated in one of their searches and it was very well organized and run. And, successful. And no TFRs were used in the process.

Opinion only, your mileage may vary.

MTV

What I do: If I am flying over terrain if I go down I won't be seen. When I am leaving home I ask the BCP guys to watch my SPOT. Then when I land I use my iPhone to post I made it. Most of the time I have several guys texting me in flight saying we see you. If I were to land somewhere and it wasn't planned, and no cell service I hit the ok button.

I have never flown backcountry places with out multiple people knowing where I am going. It has always been during the JC BCP fly in too. Most of the time just take a wing man or a gaggle.

I keep my GPS 406 PLB in my pocket.

Cheers...Rob

mtv wrote:I'm a big believer in the 406 ELT with GPS enabled. My ACK 406 is connected to my Garmin 396 handheld, which is on any time I'm flying. In the event of an engine failure, for example, I would DEFINITELY activate the ELT manually, with the remote switch. That would send a distress message to MCC within 50 seconds, with my I D and current position. If nothing bad happens in the "arrival", I can always turn the thing off. RCC, after they're alerted by MCC, is going to try to call you via phone if they receive an alert. So, if you happen to have cell phone coverage where you landed, you'll receive a phone call from the nice folks at Tyndall AFB in FL. Tell them no worries, or send out the troops.

...

I carry a PLB in my vest or pocket as well. That's my last ditch gadget if everything else fails. But, like any GPS unit, it'll take a LITTLE bit of time for it to find itself once deployed, and being inside a cockpit decreases the liklihood that it'll work. Remember, not only does the PLB have to receive enough satellites to geo-locate, it also has to then transmit the distress signal out to the satellites. If a satellite isn't in view through your windshield.....

I leave the PLB as a ground device, and an essential one. The newest ones are tiny and not nearly as expensive as the earlier ones.

MTV

Agree completely. I have an Emergency Lifesaving Technologies brand 406 ELT that has its own GPS. Cost a bit more, but I wasn't starting with the ACK tray or ease of connecting to a handheld. My PLB is a McMurdo FastFind- I think they're calling those Kannard now- has user ID embedded in its signal, same as the on-board 406's. I like to leave the plane and explore on foot. Lots of ways to get in trouble where you might not be able to get back to the plane and your lifeline. The PLB comes with in my pocket. I don't do SPOT, but I do carry a sat phone in the plane, and sometimes away from the plane, depending. If you're planning to carry a sat phone, carry the local phone numbers for flight service, etc- not the 1-800 numbers.

If I did this for a living with someone keeping tabs back at base, I'd be looking at SpiderTracks.

-DP

I also made this generic thread.

OregonMaule Destinations: where I am going here

I edit the subject line to say where I am going. This way I don't have a gazillion threads.

G'Day

JDW wrote:I'm going to get signed up for this added from Alaska FSS. Sounds like they may have it in lower 48 later on?
http://www.alaskadispatch.com/article/20130330/new-search-and-rescue-program-should-make-alaska-aviation-safer

Excellent link now if we can just transfer it to the lower 48 . I use SPOT for last 4 years and will continue hereafter .I've looked at the "message sat" message services and may add one . At present my standard original "SPOT" is off line until May -I lost track of where it was and buddy called to say it was in back of his pickup.

182 STOL driver wrote:

JDW wrote:I'm going to get signed up for this added from Alaska FSS. Sounds like they may have it in lower 48 later on?
http://www.alaskadispatch.com/article/20130330/new-search-and-rescue-program-should-make-alaska-aviation-safer

Excellent link now if we can just transfer it to the lower 48 . I use SPOT for last 4 years and will continue hereafter .I've looked at the "message sat" message services and may add one . At present my standard original "SPOT" is off line until May -I lost track of where it was and buddy called to say it was in back of his pickup.

Bill,

I agree with the utility of this. AK AFSS is still an FAA function. I've talked to a Lockheed Martin AFSS supervisor about doing this in the lower 48. He said the problem is that they (L-M) aren't permitted to have internet access on "the floor". I told him that THEY don't need the SPOT URL, all THEY (L-M) has to do is forward the SPOT URL to Tyndall if they get an overdue airplane. He forwarded it up the line in L-M, but...... I doubt it's going to get much of a priority.

I'm now forwarding this news story to our FAASTeam rep in MN, and to Kevin Clover, the Chief of the FAA Safety function.

We'll see what comes of that.

MTV

marcusofcotton wrote:

onefitty wrote:The NZ CAA in their wisdom have mandated fixed 406 ELT's, the $$/reliability ratio just doesn't work unfortunately so I always carry a 406 GPS PLB. If I'm over water it's strapped to my lifejacket otherwise it's always within reach. I've included switching on both the fixed and the PLB in my engine failure checklist, useless at low altitude I know... This far south there can be several hours delay with satellite passes to figure a position whereas the GPS unit will zap out the coordinates pronto

I think the SPOT and Spidertracks etc would be worth it

I now carry a new Kannad PLB thanks to Flightlogic's generous offer. Is it reasonable to expect one could deploy it in flight during an engine out? Guess I should study it more and pretend practice. Seems it would also be quite vulnerable to damage or loss during the landing with it out and the antenna undone.

Mark J

Yep, I'll be turning my PLB on in flight IF I get time. There's always time to flick on the fixed ELT. Apparently the GPS PLB's can take up to 5 minutes to get a fix and transmit your position, but prior to that they're transmitting the 406 signal regardless

Having been to many crash sites and recovered many wrecked aircraft, your PLB is more likely to survive than a fixed ELT. Obviously it could end up under the wreckage or with the antenna shielded but same goes for the fixed unit. I'd like to think I can escape from the wreck and my PLB is already transmitting while I warm myself beside the burning lithium cells in the fixed ELT that's securely fastened to the charred remains, or I'm floating in my jacket with the PLB punching out coordinates while sharks are munching on the fixed ELT at the bottom of the briny..

I have the ACR Resqlink+ PLB (the floater one).

There's now something even smaller than the regular Resqlink, the rescueME PLB1 http://www.oceansignal.com/product.php?id=22

So I'm tracking with everyone now on the way the 406 system works with a manual switch AND an automatic inertia switch. I'm a little confused as to whether or not I can hook it to my 396. Panel mount gps has been thrown out there a few times. My 396 panel mount consists of an air gizmo docking station but it does have the external antenna and xm weather. What's my best setup?

Good discussion, think I'll stay with activating the ELT if anticipating a quiet dicy landing and keeping the PLB secure in the pocket until motion stops. Thanks for the replies!
Mark J

Nosedragger wrote:So I'm tracking with everyone now on the way the 406 system works with a manual switch AND an automatic inertia switch. I'm a little confused as to whether or not I can hook it to my 396. Panel mount gps has been thrown out there a few times. My 396 panel mount consists of an air gizmo docking station but it does have the external antenna and xm weather. What's my best setup?

It depends on the brand/model of ELT. Like MTV, i use this ELT, which costs around $500, (http://www.ackavionics.com/406%20Page.html) with the GPS signal provided by a 396 in a Gizmo dock in the panel. Other 406 ELT's can be stand alone (with an integral GPS, start at about $1,200) or non GPS ELT's (also around $500).

blackrock wrote:

Nosedragger wrote:So I'm tracking with everyone now on the way the 406 system works with a manual switch AND an automatic inertia switch. I'm a little confused as to whether or not I can hook it to my 396. Panel mount gps has been thrown out there a few times. My 396 panel mount consists of an air gizmo docking station but it does have the external antenna and xm weather. What's my best setup?

It depends on the brand/model of ELT. Like MTV, i use this ELT, which costs around $500, (http://www.ackavionics.com/406%20Page.html) with the GPS signal provided by a 396 in a Gizmo dock in the panel. Other 406 ELT's can be stand alone (with an integral GPS, start at about $1,200) or non GPS ELT's (also around $500).

The concept sounds perfect, but are you sure about that link? WTF are they talking about? Homey don't do programing.>> Part number E-04.PK model E-04 121.5/406 MHz programming kits are now available to qualified aviation facilities. At this time the software supports windows XP 32 or 64 Bit and windows 7 Professional 32 or 64 bit operating systems. We are working on making it compatible with Windows Vista and Windows 7 Home. Software upgrades will be made available at no charge as they become available. COSPAS has asked that we qualify any facility before providing programming equipment. Please fill out the form below to apply for qualification before ordering equipment, We will notify you if you are approved to receive the equipment. The cost of the equipment is $300.00 USD plus shipping.E-04 Programming Qualification Form

Nosedragger wrote:

blackrock wrote:

Nosedragger wrote:So I'm tracking with everyone now on the way the 406 system works with a manual switch AND an automatic inertia switch. I'm a little confused as to whether or not I can hook it to my 396. Panel mount gps has been thrown out there a few times. My 396 panel mount consists of an air gizmo docking station but it does have the external antenna and xm weather. What's my best setup?

It depends on the brand/model of ELT. Like MTV, i use this ELT, which costs around $500, (http://www.ackavionics.com/406%20Page.html) with the GPS signal provided by a 396 in a Gizmo dock in the panel. Other 406 ELT's can be stand alone (with an integral GPS, start at about $1,200) or non GPS ELT's (also around $500).

The concept sounds perfect, but are you sure about that link? WTF are they talking about? Homey don't do programing.>> Part number E-04.PK model E-04 121.5/406 MHz programming kits are now available to qualified aviation facilities. At this time the software supports windows XP 32 or 64 Bit and windows 7 Professional 32 or 64 bit operating systems. We are working on making it compatible with Windows Vista and Windows 7 Home. Software upgrades will be made available at no charge as they become available. COSPAS has asked that we qualify any facility before providing programming equipment. Please fill out the form below to apply for qualification before ordering equipment, We will notify you if you are approved to receive the equipment. The cost of the equipment is $300.00 USD plus shipping.E-04 Programming Qualification Form

That sounds complicated alright and it is well beyond my skill level, too. According to their programming manual, that is only if you want to add other codes into the signal sent to the satellites.

The standard program that comes in it is all you need; there is no programing required. Just install via the directions and you are good to go, unless you want to get fancy and really want to program the damn thing. You do have to run wires from the GPS to the ELT and from the ELT to the panel mounted switch. It is not quite as easy as just removing the old one and plugging in the new 406 version. Even if you have a panel mounted switch for the 121.5 model, the switch still needs to be replaced for the 406 version.

I first installed mine for a few weeks without the GPS hooked up. A few weeks later I connected the GPS when I had more time to figure that out. Even without a GPS signal, they are still way better than the old 121.5 models.

The 406 mhz models must also be registered before use. Instructions on how to do that on-line are also included and it is fairly painless.

Should take any competent avionics guy no more than an hour to hook up your 396 to a 406 elt (assuming both are already installed in your plane). Also a DIY'er can do it themselves pretty straightforward. I won't comment on the "legality" other than to say that garmin 396's can be wired to input the gps location info directly to the GTX330 mode S transponder according to Garmin. So they are happy to take the gps signal for the xponder - they should be happy to take it for the ELT. Same data, same standard format.

Most likely in your airgizmo panel, you have one of these:

https://buy.garmin.com/shop/shop.do?pID=1083

hardwired to power and xm. If you look at the pinout of this cable, two of the wires correspond to the RS232 NMEA 0183 signal

https://buy.garmin.com/shop/store/assets/pdfs/specs/gpsmap396_spec.pdf

And the owners manual:

http://www8.garmin.com/manuals/GPSMAP396_OwnersManual.pdf

See page 157 of the owners manual for the pinout - but essentially you pull 3 wires (xmit, rcv, and gnd) to the elt, wire up to the connector plug on the ELT - and set the modem settings on the gps to match the settings of the elt and you are on your way.

Here's the pinout on the ELT docs that explain the connections, see page 7 for the GPS connections:

http://www.ackavionics.com/pdf/E-04%20Install%20Man%20Single%20Page.pdf