I have no clue what ELT I should be looking at. What are people using?
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I have no clue what ELT I should be looking at. What are people using?
Artex ELT 345
First off...what are you required to have in CA? That may ease your selection process.
We installed an Artex 406ME with the whip antenna. Same unit today is about 35% more $$$. At the time, the 406's were just coming out - may be more options today. Artex also made an improvement in the mount. They once had a web strap to secure it in its cradle - they now have a metal clamp.
It came with a 5 year battery. The replacement battery is good for 7 years and I think that came to about $150 or so US$ at the time.
Batteries for this one are non-rechargeable lithium. Entertainment value as the replacement battery came neatly wrapped in a box proclaiming "do not transport in aircraft":rolleyes:
I got the ACK406 E-04. When I was looking I liked that it could be hooked up to get the GPS position data from my panel for more accurate position. It also had the lowest price replacement battery if you figure the cost/yr. It has a metal band, not the velcro strap.
When you order it you will need to get one programmed for Canada.
ACK E-04 also.
Along these lines....
I have my plane in for Annual condition inspection with a Rotax specialist just N of San Antonio. They found that my Ameri-King ELT battery was dead. And likely has been since I bought it less than a year ago. Based on the issues w Ameri-King I was ready to pull it and replace w an ACK E-04.
But the AP proceeded to tell me about how everyone is doing 406 ELT inspections wrong and that they have to be tested with specific equipment from the manufacturer. That means taking it to an avionics shop w that very specialized gear. And he says it is every ELT, every year.
Having gone through 6 years w a Cirrus and never hearing that, I smell BS. My guess is he is reading more in to regulations than actually exist and that the self Test created by the manufacturers will make the FAA happy. I found a thread on another forum that backs that up. But apparently there are some that are convinced the more invasive and expensive Test is required.
Based on this discussion my goal was to find the most direct way of getting the plane out of Annual. And that was to find new batteries for the existing AK unit. They were not TSO batteries (I know, just wait), but they will do to get the plane out of the shop.
And then my plan is to buy and install an ACK unit as quickly as possible.
So I have two questions....
Has anyone heard of the need for that extensive annual testing?
And could anyone share info (pictures) and guidance on your ACK install?
Jaguar
There are two components to the annual testing.
1) does the hing transmit - easy to do
2) does the device which detects a G load work.
I suspect the second is what the person is talking about. I also suspect there is more than one way to test the G switch.
I have the ACK E-04, and have not heard of the more extensive tests you refer to. Per the manufacturer's instructions, I do the easy self-test every 3 months (just push the test button and look for LED flash and one beep). Then every annual I do the more extensive test where you remove the unit and yank it to activate the G-switch and listen for the squeal on the radio to make sure it is transmitting to the satellites. All done without any special equipment.
Thanks. The ACK E-04 was one I was looking at.
He was speaking of hooking the system up to some external testing system specific to the manufacturer. So much more than a G switch test. As mentioned here, that is simply a push and stop motion.Quote:
Originally Posted by Dave S
In any case he was not prepared to install the new system due to his belief that it requires special equipment and testing. So at this point I just want to get the plane out so I can move forward getting it replaced.
Anyone running an ELT with a built in GPS?
Clark
not built in but mine will be slaved off of the Garmin WAAS GPS. if your using a glass panel this would likely be much more cost effective than buying one with a built in GPS. Im curious now, what ELT has a built in GPS?
The added benefit of the internal GPS is that it is standalone and will continue to transmit a GPS position even if it loses GPS data from the aircraft. I decided not to get one because they cost so much. The ACK 04 and others can have an external GPS input. If you have time in an emergency you can activate the ELT before you land using the remote switch and it will be tracking you all the way down.
The second item I would like to address it the annual inspection requirements.
Where I work it is our understanding that you only need to follow the ICA (Instructions for Continued Airworthiness) for each brand of 406 ELT.
- The ICA for the ACK-04 is Section 10 of the Installation Manual, which includes doing the self test every 3 months (Section 9).
FAR 91.207 (d) (annual inspection requirements) does say to check an ELT for:
(1) Proper installation;
(2) Battery corrosion;
(3) Operation of the controls and crash sensor; and
(4) The presence of a sufficient signal radiated from its antenna.
The ACK-04 ICA definitely has you checking items #1 and 3.
It is #2 and 4 that is getting lots of debate. Again it is my understanding that:
- The self test checks for proper signal strength* and battery condition.
- The ELT doesn't need to be bench tested by an avionics shop for signal strength.
- If the ICA doesn't tell you to inspect the battery pack for corrosion then you don't need to open it. FYI Some ELTs have a rubber seal that must be replaced every time you open it. Again, some will disagree on this point.
*FYI there could still be a problem with antenna cable or antenna and the self test may not detect those. You still need to look at the condition of these, but the ACK manual does tell you to look closely at these (section 10, item 2).
The ACK battery pack, which contains 4 Li SO2 “D” cell batteries has sealing material over the screws, and ACK says specifically that it is not “airworthy” if you open it. The only real adequate way to inspect for corrosion would be to open it. They really just don’t want you to replace the batteries in the pack yourself, in my opinion.
John, where did you find that information for the ACK batteries? I don't see it in the installation manual.
I took one apart. :eek:Quote:
Originally Posted by PapuaPilot
LOL, nice John.
Hey! we are experimenters - that is how we find out how stuff works!:D
As a maintenance instructor and an A&P-IA this topic really caught my attention. I have been talking to my co-workers about the subject this morning and I just got off the phone with a tech person at ACK.
Thanks John for the answer about the ACK battery not being airworthy if it was opened. The ACK factory tech agrees - "Don't open the battery, it is sealed unit that is meant to be replaced every 5 years (at the expire date) or if the power/voltage is low".
I need to retract some of what I said earlier and give a better answer about the requirements for 406 ELT inspections. I will specifically address the ACK-04 ELT, but the principles apply to all 406 ELTs.
Every country has its own requirements and I will only address what the FARs require in the USA. If you are in Canada, etc. you need to follow your country's rules for 406 ELTs. Canada has more requirements than the USA does.
The most important thing we need to do is comply with the requirements of FAR 91.207(D) which says:
(d) Each emergency locator transmitter required by paragraph (a) of this section must be inspected within 12 calendar months after the last inspection for -
(1) Proper installation
- This is covered in the ACK manual Section 10
(2) Battery corrosion
- Not covered in the ACK manual. The ACK tech guy said DO NOT open the battery, but you can separate the battery pack from the transmitter section of the ELT and inspect the + and - terminals for corrosion.
- This portion of the FAR is related to the older 121.5 ELTs that had replaceable D cell batteries which had a tendency to leak.
- As a general rule: Only open a battery pack to check for corrosion if your country or the manufacture requires it. This may involve replacing a seal and other parts and varies from brand to brand.
(3) Operation of the controls and crash sensor; and
- This is covered in the ACK manual Sections 9 & 10.
- For other brands follow their instructions for checking the G switch and other controls, including the remote switch.
(4) The presence of a sufficient signal radiated from its antenna.
- This is not covered in the ACK manual. The required self test does not test the signal radiated from the antenna.
- Notice that it talks about the signal from the antenna. This actually is talking about the 121.5mHz signal, not the 406mHz. See below where AC43.13-1B gives you a way to test this with an AM radio, which means you really don't need to take your ELT to an avionics shop or repair station to test this.
The other FAA document that gives us guidance to inspect an ELT is AC43.13-1B, Section 12-22.
12-22. INSPECTION OF ELT. An inspection of the following must be accomplished by a properly certified person or repair station within 12-calendar months after the last inspection:
a. Proper Installation.
(1) Remove all interconnections to the ELT unit and ELT antenna. Visually inspect and confirm proper seating of all connector pins. Special attention should be given to co- axial center conductor pins, which are prone to retracting into the connector housing.
(2) Remove the ELT from the mount and inspect the mounting hardware for proper installation and security.
(3) Reinstall the ELT into its mount and verify the proper direction for crash activation. Reconnect all cables. They should have some slack at each end and should be properly se- cured to the airplane structure for support and protection.
b. Battery Corrosion. Gain access to the ELT battery and inspect. No corrosion should be detectable. Verify the ELT battery is ap- proved and check its expiration date.
c. Operation of the Controls and Crash Sensor. Activate the ELT using an applied force. Consult the ELT manufacturer’s instructions before activation. The direction for mounting and force activation is indicated on the ELT. A TSO-C91 ELT can be activated by using a quick rap with the palm. A TSO-C91a ELT can be activated by using a rapid forward (throwing) motion coupled by a rapid revers- ing action. Verify that the ELT can be activated using a watt meter, the airplane’s VHF radio communications receiver tuned to 121.5 MHz, or other means (see NOTE 1). Insure that the “G” switch has been reset if applicable.
d. For a Sufficient Signal Radiated From its Antenna. Activate the ELT using the ON or ELT TEST switch. A low-quality AM broadcast radio receiver should be used to determine if energy is being transmitted from the antenna. When the antenna of the AM broadcast radio receiver (tuning dial on any setting) is held about 6 inches from the acti- vated ELT antenna, the ELT aural tone will be heard (see NOTE 2 and 3).
e. Verify that All Switches are Properly Labeled and Positioned.
f. Record the Inspection. Record the inspection in the aircraft maintenance records according to 14 CFR part 43, section 43.9. We suggest the following:
I inspected the Make/Model ______________ ELT system in this aircraft according to applicable Aircraft and ELT manufacturer’s instructions and applicable FAA guidance and found that it meets the requirements of sec- tion 91.207(d).
Signed: _______
Certificate No. _______
Date: _______
Notice that the recommended FAA logbook entry says we have inspected the ELT according to:
(1) Aircraft instructions (None - we are the manufacturer, unless it is an S-LSA)
(2) ELT instructions (Of your brand)
(3) Applicable FAA guidance (AC43.13-1B)
(4) The requirements of FAR 91.207(d)
The FAA is saying you must to do all of these things to legally complete an annual inspection on an ELT.
NOTE 1: This is not a measured check; it only indicates that the G-switch is working.
NOTE 2: This is not a measured check; but it does provide confidence that the antenna is radiating with sufficient power to aid search and rescue. The signal may be weak even if it is picked up by an aircraft VHF receiver located at a considerable distance from the radiating ELT. Therefore, this check does not check the integrity of the ELT system or provide the same level of confidence as does the AM radio check.
NOTE 3: Because the ELT radiates on the emergency frequency, the Fed- eral Communications Commission allows these tests only to be conducted within the first five minutes after any hour and is limited in three sweeps of the transmitter audio modulation.
Lastly, follow the manufacture's instructions (ICA) or maintenance manual procedures.
- Follow the ELT manufacturer's instructions for continued airworthiness found in their manual(s). For the ACK-04 you need to do everything listed in Section 10.
- It may have more than the FAA requirements. Do these too.
- It may duplicate what the FAA requires. Don't do it twice.
- It may not include everything the FAA requires. Do what the FAA says too.
Thank you Phil. Good info.
This was a great podcast on ELT testing and operation from a representative from SARSAT and The Finer Points podcast.
https://traffic.libsyn.com/secure/tf...a?dest-id=2348
There is an AD out on the Ameri-King ELT's model AK-450-( ) and AK-451-( ),
2017-16-01 Ameri-King Corporation, effective October 24, 2017. You can download the AD from the web. Quite extensive but since you have to inspect the ELT every year, the compliance is not that hard to do.
Dick B
Where we run in to trouble is the batteries. When they reach the end of their useful life, a TSO replacement is not available as Ameri-King would have to do the TSO and the FAA yanked their TSO capability. So in my case with dead batteries there is really not a legal replacement turning the AK ELT in to a desk ornament.Quote:
Originally Posted by Dick B in KY
My plan was to buy some batteries to get it out of the shop and then immediately work on installing the ACK. I would rather have the shop do it, but they are wrapped around the higher testing concept and won’t touch it. I am hoping with some local help I can pull off the install.
And, for what it is worth, the Ameri-King encoders are a POS also. When I built the plane, they were cheap and I guess they knew what their stuff was worth.
IMHO - if an Ameri-King product becomes unservicable - compost it and replace it with something that works.
Painful, but that is exactly the plan.