By:       Norm Goyer

The new ELT ruling will only monitor signals from an ELT broadcasting on the 406mh frequency. These ELTs cost from $700 to $1500.

“On June 15, 2010, the Federal Communications Commission (FCC) released for publication a change to 47 CFR Part 87 that will “prohibit the certification, manufacture, importation, sale, or continued use of 121.5 MHz emergency locator transmitters (ELTs) other than the Breitling Emergency Watch ELT.” Meanwhile, the FAA in 14 CFR Part 91.207, stipulates that U.S.-registered civil airplanes are required to have an approved automatic type emergency locator transmitter in operable condition attached to the airplane. The FAA does not specify either 121.5 or 406 MHz, but the overwhelming majority of aircraft are equipped with 121.5 MHz units, meaning they would be in violation of federal law when it goes into effect 60 days after publication in the Federal Register.”

The alphabet mafia is at it again, this time the target is 121.5 ELTs. For the past 50 years lost aircraft were located by signals from the required ELT beacon installed in every certified two seat or larger aircraft by law. The little yellow box was usually installed in the tail of the aircraft in hopes that in a serious crash the box would not be damaged, so it could start broadcasting its location via 121.5. Airliners, other pilots and law enforcement monitor this frequency and many lost aircraft have been located, thanks to this FAA requirement. But, the system was not perfect. I can attest to that. At one time I owned and operated four FBOs based in the High Desert. I was awakened numerous times by calls from the local Sheriff’s Department asking me to go to the airport and shut off a rogue ELT that was blasting away, possibly blanketing out a legitimate signal. A real hard landing could set off the alarm and unless the pilot had his radio tuned to 121.5 he would not know that his ELT had been activated. There is a new requirement pending publication, that prohibits sales of 121.5 ELTs and the use of any that have been installed must be replaced by a yet undetermined date. But, it appears that this is going to be a very fast moving requirement, if it gets through the various aviation group protests.  I believe that this is a very good change. I do know that pilots and aircraft owners are really not very interested in spending more money than they must to keep enjoying their flying hobby. A huge number of aircraft owners are at an advanced age, fly aircraft that are also of an advanced age and they are perfectly happy the way things are; they do not want to see 94 octane UL fuel, they don’t want to retrofit their 50 year old aircraft with an expensive new “gadget” to find them if they crash. We all know that the feds are control freaks, and in most cases they should be. They want to control every aspect of flying. In my opinion, the grandfathers who are flying should be grandfathered in. What would be the consequences? The pilot has to make an emergency landing in the boondocks. He is slightly injured. His 50 year old ELT is squawking away on 121.5 but nobody hears it. So? He knew that when he took off. If he wanted the latest in lost airplane finding technology he would have installed a modern compatible ELT. I fail to see why the feds insist on protecting everyone from their own actions. Nobody on the ground is affected, it was the pilot’s choice. We all know the fed’s like placards posted on aircraft. If you are flying a homebuilt, there has to be a huge EXPERIMENTAL sign posted in the cockpit area so that any passenger will know that they are about to fly in a homebuilt aircraft. I’ll buy that. So why not add another sign? “This aircraft is not protected with an approved emergency locater beacon.” Don’t hold your breath, it isn’t going to happen. The new ELT requirement will be signed into law sooner or later and more aircraft owners will simply give up, Big Brother is just too expensive and controlling. But, it really is time to make use of new locating technology.

The FAA is considering allowing an increase in LSA weight limits so the roadable Terrafugia can still qualify as an LSA aircraft.

While I am picking on the FAA, here’s the latest questionable action. They are considering a weight increase for the TerraFugia, the roadable car, so that it can remain in the LSA category. It is an outstanding concept, but it is a compromise and we all know compromise aircraft along with aircraft designed by committees are not as efficient. Their reasoning; the roadable aircraft must meet highway safety concerns so they are considering the weight increase. LSA seaplanes have also been elevated in gross weight due to the weight of the floats or flying boat construction requirements. Okay, here is my dilemma; if the feds granted a weight increase to the Cessna 150/152, Piper Tomahawk, later model Ercoupes, Citabrias and other two place 115 hp aircraft they would significantly advance the cause of aviation. Now there would be far more popular inexpensive aircraft flying under the LSA banner than the TerraFugia. There would be a huge number of new students, a number of private pilots who could remain flying inexpensive aircraft with only a driver’s license. I am still not convinced that anyone who flies with a Private Certificate needs a third class medical. The statistics don’t prove it and neither can the medical profession prove it. Which is more dangerous a speeding 4,000 pound car driving through traffic and crashing into a neighborhood home, or an 1400 pound airplane crashing? The airplane will cause far less damage than the speeding car. Most airplanes crash in uninhabited areas. To increase student starts, we must be creative in our thinking, we have to bring the cost of flying down to the level of an SUV, or the number of new pilots will continue to decline.

The huge number of Cessna 150/152s still flying would logically make excellent LSA aircraft with a very simple weight limit change.

As a final note to this week’s happenings, Roger Atwood of Northampton, Massachusetts, died the other day after 70 years of active flying. Roger was 88 years old and still flying. He obtained his commercial certificate on his 18th birthday. He spent World War II in the back seat of an SNJ teaching future Navy pilots how to safely fly the advanced trainer. Roger typifies the “Greatest Generation.” Roger was my lifelong friend. He is a legend in the Northeastern part of our great country. NG

This entry was posted on Wednesday, June 30th, 2010 at 11:58 pm and is filed under UnderTheRadar. You can follow any responses to this entry through the RSS 2.0 feed. You can leave a response, or trackback from your own site.