Transcription

• Speaker #0

  Welcome to Global SAR Hub Mission Ready, the podcast for professionals and passionate minds in maritime and aerial search and rescue and beyond. Every two weeks, we bring you the tools, insights, and real-world stories that shape the future of SAR. From satellite alerts to on-scene coordination from emerging tech to human experience, we make complex topics clear and life-saving knowledge accessible. Let's dive into today's episode.

• Speaker #1

  Welcome to the Global SAR Hub podcast. Today is episode three of our series on the COSPAS SARSAT system.

• Speaker #2

  That's right.

• Speaker #1

  In our last deep dive, we looked at the big picture satellites, ground stations, beacons.

• Speaker #2

  The main segments.

• Speaker #1

  Today, we're really zooming in on the user side, specifically the distress beacons themselves.

• Speaker #2

  Yeah, the starting point for any alert.

• Speaker #1

  And critically, this whole idea of registration, it sounds simple, maybe a bit bureaucratic.

• Speaker #2

  It might seem that way.

• Speaker #1

  But you might think, you know, the tech is the magic bullet, but without registration, well, that beacon isn't nearly as helpful.

• Speaker #2

  It really isn't. The registration is fundamental. Let's unpack why.

• Speaker #1

  Okay. So the beacons themselves, they're the source of the signal.

• Speaker #2

  Exactly. Designed for specific jobs, air, sea, land, but they all share that core function. Yeah. Transmitting on 406 megahertz.

• Speaker #1

  Right. Let's maybe start with aviation. ELTs. Emergency locator transmitters.

• Speaker #2

  Sure. These are built, uh... Tough to survive a crash. And they're mandatory on most aircraft, according to ICO rules.

• Speaker #1

  And they often activate automatically.

• Speaker #2

  Yes. That's a key feature. There's usually a G-switch inside. G-switch? Yeah, it senses the sudden impact, the G-forces of a crash, and triggers the beacon. Even if the crew can't. Oh,

• Speaker #1

  okay.

• Speaker #2

  Makes sense. So you can always activate them manually, too. And nowadays, many include GNSS GPS, basically.

• Speaker #1

  So the location is right there in the signal.

• Speaker #2

  Precisely. Embedded in the 406 megahertz message. Much faster location finding. They also transmit on 121.5 millihertz.

• Speaker #1

  Now there's a newer type too, right? The ELT?

• Speaker #2

  Yes, distress tracking ELT. This came out of ICO's GEDESS initiative, the Global Aeronautical Distress and Safety System.

• Speaker #1

  And how's that different? Is it still about crashes?

• Speaker #2

  Well, not just crashes. The idea is proactive alerting. It can activate in flight based on abnormal criteria. Like what? Unusual altitude changes, defiating way off course, things like that. Things that suggest trouble before an impact.

• Speaker #1

  Okay, interesting.

• Speaker #2

  And then it starts frequently transmitting its position via KaspasarSOT, usually using the MIOSAR or GSAR satellites.

• Speaker #1

  And sending it where?

• Speaker #2

  To something called LADR.

• Speaker #1

  LADR.

• Speaker #2

  The location of an aircraft in distress repository. It's a secure database.

• Speaker #1

  So SAR teams can see where the plane is or was more frequently.

• Speaker #2

  Exactly. It provides a track. A breadcrumb trail, not just a single point, is a huge potential improvement for finding aircraft quickly. It's still being rolled out, but it's a significant development.

• Speaker #1

  Definitely sounds like it. Okay, let's move from the sky to the sea. EP, Arby's.

• Speaker #2

  Right. Emergency position, indicating radio beacons. The maritime version, designed for, you know, saltwater, waves, rough conditions.

• Speaker #1

  And these are required on many boats.

• Speaker #2

  Yes, under SOLAS and GMDSS regulations for many commercial vessels, fishing boats. And very, very strongly recommended for recreational boaters, too.

• Speaker #1

  How do they get activated manually?

• Speaker #2

  They can be, yes. But many larger vessels use what's called a Category I EPIRB.

• Speaker #1

  Category I.

• Speaker #2

  It sits in a special bracket with an HRU.

• Speaker #1

  HRU. Lots of acronyms today.

• Speaker #2

  Ah, yes. Hydrostatic Release Unit. If the ship sinks, the water pressure builds up.

• Speaker #1

  Ah, and it pops the beacon out.

• Speaker #2

  Exactly. At a certain depth, the HRU releases the EPIRB. It floats free. hits the surface, and starts transmitting automatically.

• Speaker #1

  Clever. And same frequencies, 406 and 121.5.

• Speaker #2

  Yep. 406 mHz with its unique hex ID and 121.5 for homing. And again, GNSS is very common, highly recommended for that precise location.

• Speaker #1

  And the ID linkage is important here, too.

• Speaker #2

  Crucial. The EPRIB's hex ID is linked through registration to the vessel's MMSI.

• Speaker #1

  Maritime Mobile Service Identity.

• Speaker #2

  That's the one. So in a rescue coordination center, the RCC, gets the EPIRB alert.

• Speaker #1

  They can look up the MMSI.

• Speaker #2

  Instantly. They query AIS, the Automatic Identification System, using that MMSI.

• Speaker #1

  And what does that tell them?

• Speaker #2

  The vessel's name, type, its recent tracks, speed, course, maybe even nearby vessels that could help. It paints a much fuller picture very quickly.

• Speaker #1

  Wow. Okay. That connection is powerful.

• Speaker #2

  It really is. And there are even EPIRB AS models now.

• Speaker #1

  What do they do?

• Speaker #2

  They send the standard 406 alert globally, plus a local alert using AIS on VHF radio.

• Speaker #1

  Ah, so nearby ships see it directly on their AIs displays.

• Speaker #2

  Exactly. It can alert potential help right in the vicinity, sometimes even faster than the satellite alert gets processed.

• Speaker #1

  Very smart.

• Speaker #2

  okay one more main type for people on land plbs personal locator beacon or hikers climbers explorers anyone really who's going to be outside reliable communication networks remote areas adventures even some work situations and activation manual only that's a key difference you have to consciously decide to activate it no automatic g-switch or hydrostatic release makes sense for personal use they transmit on 406 megahertz often have 121.52 and again gnss is Highly, highly recommended. Knowing your exact spot makes a huge difference in a land rescue.

• Speaker #1

  And the HEX ID is linked to?

• Speaker #2

  The individual person during registration, their details, emergency contacts, maybe even intended route or medical info.

• Speaker #1

  Okay, so ELT for aircraft, EPIRB for vessels, PLB for people, all sending a signal with a unique ID.

• Speaker #2

  Precisely. Oh, and just briefly, there's also SAS, Ship Security Alert System. It's more for security threats, piracy, terrorism. It can use KaspasarSat to send a discrete alert, but it usually goes to a designated security authority, not the main SAR RCCs. It's a different channel, really.

• Speaker #1

  Got it. So we have these beacons, incredible technology, but we keep coming back to registration.

• Speaker #2

  Yes, because as good as the tech is, that registration step is the linchpin.

• Speaker #1

  Why is it so critical? What does it actually do for the rescuers?

• Speaker #2

  Well, first, identification. That hex ID. Without registration, it's anonymous. Just a number flashing up. Right. Registration links that number to who or what is in distress. Is it a large passenger plane or a small sailboat? A lone hiker? That's fundamental. Okay.

• Speaker #1

  Basic identity. What else?

• Speaker #2

  Platform details. Aircraft type, vessel name, color, length, number of people usually on board, owner or operator, information names, phone numbers, addresses.

• Speaker #1

  And emergency contacts. You mentioned those for PLBs.

• Speaker #2

  Crucial for all beacon types. They're absolutely vital. Two main reasons. First, false alerts. A huge percentage of COSPAS SARS-SOD activations are, unfortunately, accidental. Maybe mishandling, testing errors, incorrect disposal.

• Speaker #1

  Really? That many?

• Speaker #2

  Oh, yes. So the RCC's first step is often trying those emergency contacts. Hi, we got a signal from your beacon. Is everything okay? Was your boat supposed to leave port today?

• Speaker #1

  Ah, so they can quickly verify if it's real or not.

• Speaker #2

  Exactly. A quick phone call based on registration data can resolve a huge number of false alerts. saving immense time and resources. SAR assets aren't launched unnecessarily.

• Speaker #1

  That makes a ton of sense. And the second reason for contacts.

• Speaker #2

  For genuine alerts, those contacts might provide extra crucial info. Yeah. Yes, they were hiking in that specific national park. Their intended route was X to Y. He has a known medical condition. It helps the SAR mission coordinator plan the response.

• Speaker #1

  So it speeds things up and makes the response more effective.

• Speaker #2

  Dramatically. Knowing if you're looking for a 200-foot ship versus a kayak, or One Person vs. 50. Changes everything about the resources you deploy.

• Speaker #1

  And is registration legally required?

• Speaker #2

  In most countries, yes. Absolutely mandatory for ELTs and EPIRs. For PLBs, it varies. But it's very strongly encouraged, often effectively required to buy one. You really must register.

• Speaker #1

  Okay, so how do people actually do it? Where do they go?

• Speaker #2

  You register with the designated national authority in your country or the country where the aircraft vessel was flagged.

• Speaker #1

  Like NOAA in the US.

• Speaker #2

  Exactly. Or AMSA in Australia. ANFR CNES handles it in France. Each country has its body.

• Speaker #1

  And what information do you need to provide?

• Speaker #2

  Usually the beacon details, the HECS ID is key, manufacturer, model number, and then all that information we just talked about. Your contact details, emergency contacts, vessel or aircraft specifics, or personal details for a PLB.

• Speaker #1

  Is it a one-time thing? Register it and you're done?

• Speaker #2

  No, definitely not. This is super important. You have to keep the information updated.

• Speaker #1

  Like if you move or change phone number?

• Speaker #2

  Yes. or sell the boat or plane. Change emergency contacts. Any change needs an update in the registry. Otherwise, the RCC might be calling old numbers or have wrong information in an emergency.

• Speaker #1

  That could waste critical time.

• Speaker #2

  It absolutely could. And equally important, if you sell a beacon or get rid of it, you must deregister it or ensure the new owner registers it under their name.

• Speaker #1

  Why deregister?

• Speaker #2

  To prevent false alerts if it gets accidentally activated later. Maybe in a landfill, or if someone finds it and plays with it. If it's deregistered, the system knows it's no longer in service.

• Speaker #1

  Right. Closing the loop. Where's all this data stored? You mentioned national authorities.

• Speaker #2

  Yes. Each country maintains its own national registration database. That's the primary, most detailed source.

• Speaker #1

  But what if a U.S.-registered boat gets into trouble near Europe?

• Speaker #2

  Good question. That's where the IBRD comes in. IBRD? The International Beacon Registration Database. It's managed by Cospa-Sarsat itself. National authorities upload their registration data to the IBRD.

• Speaker #1

  Ah, so it's a global backup.

• Speaker #2

  Sort of a global access point. It allows any authorized MCC or RCC around the world to look up beacon information, even if the beacon is registered in a different country. It's essential for that international cooperation COSPAS-R-SAD is built on.

• Speaker #1

  Okay, registration is clearly non-negotiable. What about other best practices for beacon users?

• Speaker #2

  Well, linked to what we just discussed, false salute prevention is huge.

• Speaker #1

  Beyond registration updates.

• Speaker #2

  Yeah, just general awareness. Handle the beacon carefully. Don't transport it loosely where it might get switched on. Understand the correct way to test it.

• Speaker #1

  Testing. How does that work? Don't you set off an alert?

• Speaker #2

  Most beacons have a specific self-test mode. It sends a very short, specially coded 406 MHz burst that the system recognizes as a test, not a real distress. It won't be related to RCCs. Okay. It often also includes a brief 121.5 mHz transmission. You might be able to pick up on a handheld receiver nearby. The beacon manual explains the procedure.

• Speaker #1

  So users should do that periodically.

• Speaker #2

  Yes, following the manufacturer's instructions. There are also professional beacon testers, and sometimes tests are done within a Faraday cage to completely block the signal, just to check internal function. And crucially, when disposing of an old beacon, take the battery out. Right,

• Speaker #1

  prevents those landfill activations.

• Speaker #2

  Absolutely. Another thing is just staying compliant with regulations. How so? Standards evolve. The requirements from IMO for ships or ICO for aircraft They get updated. New performance standards might come in, like for the ELTDTs we mentioned, or requirements for things like return link service, RLS.

• Speaker #1

  RLS, we'll have to cover that next time.

• Speaker #2

  We will. But the point is, users need to ensure their beacon meets the current requirements for their type of vessel or aircraft and where they operate.

• Speaker #1

  So it really comes down to a partnership, doesn't it? The system provides the technology.

• Speaker #2

  Incredible technology.

• Speaker #1

  But the user has a real responsibility to manage their end correctly.

• Speaker #2

  That sums it up perfectly. Choosing the right beacon, registering it properly, keeping that info current, handling it with care, testing it, making sure it's compliant, it all matters. The whole chain of survival depends on both the tech and responsible users.

• Speaker #1

  And for the SAR professionals listening, that registration data accessed via the MCC.

• Speaker #2

  It's gold. Accurate, up-to-date registration information is one of the first things they need. It directly shapes the response, saves time, focuses the search, and ultimately saves lives.

• Speaker #1

  It's so clear that while the satellites and ground stations are the amazing infrastructure behind Cospa-Sarca, the distress beacon itself, and especially its registration, is that absolutely essential first link in the chain of a life-saving rescue.

• Speaker #2

  Couldn't have said it better.

• Speaker #1

  Understanding the importance of this seemingly simple step really empowers you to be a responsible user and ensures that if you ever need to send that call for help, it reaches the right hands with the information needed for a swift and effective rescue. We hope this deep dive into beacon registration has been insightful. Join us next time for Episode 4, where we will focus on innovations and recent developments, such as RLS that return link service and second-generation beacons, SGBs.

• Speaker #2

  Looking forward to it. There's some exciting stuff happening there.

• Speaker #0

  That's it for today's episode of Global SARHub Mission Ready. This podcast is an independent initiative by Global SARHub, built by and for the search and rescue community. If you enjoyed this episode, consider supporting us by leaving a five-star rating and a quick review on your favorite platform, Apple Podcasts, Spotify, or wherever you're listening. You can also follow us on LinkedIn at GlobalSarHub or visit our website, GlobalSarHub.com. Thanks for tuning in and see you next time.