AVIONICS SYSTEM

EMERGENCY LOCATOR TRANSMITTER

ELT

Tar. Azzwan Tanri Pasya

NIT. 21417054

DIV. TEKNIK PESAWAT UDARA 12 ALPHA

SEKOLAH TINGGI PENERBANGAN INDONESIA

EMERGENCY LOCATOR TRANSMITTER (ELT)

ELTs are emergency transmitters that are carried aboard most general
aviation aircraft in the U.S. In the event of an aircraft accident, these
devices are designed to transmit a distress signal on 121.5 and 243.0 MHz
frequencies, and for newer ELTs, on 406 MHz. ELTs are required to be
installed in almost all U.S.-registered civil aircraft, including general aviation
aircraft, as a result of a congressional mandate. The mandate resulted from
the 1972 loss of U.S. Representative Hale Boggs and Nick Begich in
Alaska after their aircraft crashed and was never found.

When ELTs were mandated in 1973, most GA aircraft were equipped with
an ELT that transmits on the 121.5 MHz frequency, the designated
international distress frequency. The original ELTs were manufactured to
the specifications of an FAA technical standard order (TSO-
C91). Historically, these ELT’s have experienced an activation rate of less
than 25 percent in actual crashes and a 97 percent false-alarm rate. In
1985, a new TSO-C91A ELT was developed, which substantially reduces
or eliminates many problems with the earlier model. The TSO-C91A
provides improved performance and reliability (with an activation rate of 73
percent in actual crashes) at a reasonable cost to users. Since then, an
even more advanced model of ELT has been developed — the TSO-
C126 ELT (406 MHz). This newest model activates 81-83 percent of the
time and transmits a more accurate and near-instantaneous emergency
signal by utilizing digital technology. This digital 406 MHz ELT also allows
search and rescue personnel to have vital information specific to you and
your aircraft.

ELT

ELTs are mounted aft in the airplane, and designed to be triggered upon
impact or may be manually activated using the remote switch and control
panel indicator in the cockpit. Activation of the ELT triggers an audio alert,
and 406-MHz ELTs transmit GPS position for search and rescue.
ELTs were originally intended for use on the 121.5 MHz frequency to alert
air traffic control and aircraft monitoring the frequency. In 1982, a satellite-
based monitoring system was implemented, COSPAS-SARSAT, to provide
a better way to detect these distress signals. In 2009, the international
COSPAS-SARSAT satellite system discontinued satellite-based monitoring
of the 121.5/243 MHz frequencies, in part because of a high number of
false signals attributed with these frequencies. Satellite monitoring today
utilizes the 406 MHz frequency only.

While there's no requirement in the United States to replace the first- and
second-generation 121.5 MHz ELTs, since 2009, 121.5 and 243 MHz
distress signals transmitted from ELTs operating on the lower frequency
have only been able to be detected by ground-based receivers, such as
local airport facilities and air traffic control facilities, or by overflying aircraft.
Pilots should be aware that existing 121.5 MHz ELTs, although still legal
from the FAA's perspective, will provide extremely limited assistance if an
aircraft crashes, especially in a remote location. In 2019, the manufacture,
importation, or sale of 121.5 MHz ELTs became prohibited in the United
States per an FCC final rule, but the new rule does not prohibit aircraft
operators from continuing to use 121.5-MHz ELTs now installed in aircraft,
nor does it cut off the availability of batteries or other replacement parts.

ELTs are required to be installed in aircraft according to FAR 91.207. This

encompasses most general aviation aircraft not operating under Parts 135
or 121. ELTs must be inspected within 12 months of previous inspection for
proper installation, battery corrosion, operation of the controls and crash
sensor, and the presence of a sufficient signal at the antenna. Built-in test
equipment facilitates testing without transmission of an emergency signal.
The remainder of the inspection is visual. Technicians are cautioned to not
activate the ELT and transmit an emergency distress signal. Inspection must
be recorded in maintenance records including the new expiration date of the
battery. This must also be recorded on the outside of the ELT.

ELTs are typically installed as far aft in the fuselage of an aircraft as is

practicable just forward of the empennage. The built-in G-force sensor is
aligned with the longitudinal axis of the aircraft. Helicopter ELTs may be
located elsewhere on the airframe. They are equipped with multidirectional
activation devices. Follow ELT and airframe manufacturer’s instructions for
proper installation, inspection, and maintenance of all ELTs. Figure 2
illustrates ELTs mounted locations.

Technicians are required to perform an inspection/test of 121.5 MHz ELTs

within 12 months of the previous one and inspect for the same integrity as
required for the 406MHz ELTs mentioned above. However, older ELTs often
lack the built-in test circuitry of modern ELTs certified to TSO C-126.
Therefore, a true operational test may include activating the signal. This can
be done by removing the antenna and installing a dummy load. Any
activation of an ELT signal is required to only be done between the top of
each hour and 5 minutes after the hour. The duration of activation must be
no longer than three audible sweeps. Contact of the local control tower or
flight service station before testing is recommended.