Search and rescue: definitions and pilot procedures
Learning objectives
- State the essential search and rescue (SAR) definitions and explain who does what in the SAR organisation.
- Explain what you do as pilot-in-command (PIC) when you see another aircraft or a surface craft in distress, including the on-scene report.
- Identify the steps for a PIC who intercepts a voice distress transmission or a distress beacon tone on 121.5 MHz.
- State the general rule for SAR signals: their meaning, their exclusive use and what you do when you see one.
The idea
When something goes wrong far from help, a lot of strangers have to act as one team. Somebody must hear about it, somebody must decide who goes, and the people already nearby, perhaps you, must know what is useful and what only adds confusion. SAR is that team, with fixed roles and fixed words. As a pilot you are rarely the rescuer. You are the extra pair of eyes and ears: you watch, you note exactly where and when, you report, and you do what the coordinating centre asks. This lesson gives you the roles, then the short list of things you do.
Who is who in SAR
ICAO Annex 12 is the rule in force for this page. No EU act replaces its pilot procedures. The EU adds the alerting service on top, and each State's AIP describes its own SAR service.
The text applicable from 26 November 2026 is taught below as the rule. Part (b) of the amendment, which covers these procedures, applies from 26 November 2026.
Start with the principle. States provide SAR services in their territories, alone or with other States, and the service runs on a 24-hour basis. They help aircraft in distress and survivors whatever their nationality or status, and whatever the circumstances.
Now the building blocks.
- A search and rescue region (SRR) is an area of defined dimensions, linked to one RCC, in which SAR services are provided. SRRs do not overlap and leave no gaps. Their boundaries follow technical and operational needs, not national borders.
- A rescue coordination centre (RCC) promotes efficient organisation of SAR services and coordinates SAR operations within its region. Each SRR has one, staffed 24 hours a day by trained people who are proficient in the language used on the radio.
- A rescue subcentre (RSC) sits under an RCC and complements it as the responsible authorities decide. A State whose airspace lies in another State's region should set one up where this helps.
- A joint rescue coordination centre (JRCC) is an RCC that handles both aeronautical and maritime SAR.
- An alerting post is a facility that relays between a person reporting an emergency and the RCC or RSC. In the EU, "search and rescue services unit" is the generic name for an RCC, a rescue sub-centre or an alerting post.
- The alerting service is different. It is an air traffic services (ATS) job: it notifies the right organisations about an aircraft needing help and assists them. It is the link to the RCC, not the SAR service itself. The emergency phases that trigger it are taught on page 010-07-04. In one line: uncertainty, alert and distress, and ATS tells the RCC.
Describe this figure
A dashed frame marks one search and rescue region, served by one RCC. The ATS unit (FIC or ACC) sends alerts to the RCC through the alerting service. The RCC tasks the SAR units, and a rescue sub-centre sits under the RCC. A witness reports to an alerting post, which relays the report to the RCC or RSC. A passing aeroplane is linked to the SAR units as another SAR facility, but it is not a SAR aircraft.
The figure shows one SRR as a frame. Inside it the RCC sits at the centre with an RSC beneath it. Around them are SAR units, alerting posts, and an ATS unit with an arrow into the RCC labelled "alerting service". A small aeroplane, call sign CS-ABC, flies through the region as a possible helper.
Three more terms matter for the vocabulary questions.
- A SAR unit is a mobile resource of trained people with suitable equipment. A SAR facility is any mobile resource used for SAR, including designated SAR units. A SAR aircraft is an aircraft with specialised equipment for efficient SAR missions.
- So CS-ABC, a light aeroplane passing by, can help as a facility. It is not a "SAR aircraft".
- The search and rescue service covers distress monitoring, communication, coordination and SAR functions, plus initial medical help or medical evacuation. It uses public and private resources, including cooperating aircraft and vessels.
- The pilot-in-command (PIC) is the pilot designated by the operator, or in general aviation by the owner, as in command and charged with the safe conduct of the flight.
- Search means locating persons in distress, normally coordinated by an RCC or RSC. Rescue means retrieving them, providing for their initial medical or other needs, and delivering them to a place of safety.
- Ditching is a forced landing on water.
Why would an ordinary flight be involved at all? In the distress phase the RCC asks aircraft that are not in the SAR plan, but able to help, to listen for the aircraft in distress, its survival radio or its emergency locator transmitter (ELT). It also asks them to help as far as practicable and to report developments.
Treat an ATS request to look or listen as a normal part of flying, not an imposition. Do it within your own limits.
At the scene of a distress
The trigger is simple: you observe that another aircraft, or a surface craft such as a ship or boat, is in distress. The duties that follow apply "if possible and unless considered unreasonable or unnecessary". That wording is why you are never forced to put your own flight at risk.
If possible and unless considered unreasonable or unnecessary, the PIC keeps the craft in distress in sight until compelled to leave the scene, or until the RCC says it is no longer necessary. The PIC determines the position of the craft in distress. The PIC reports to the RCC or ATS unit as much of the on-scene information as possible. The PIC acts as the RCC or ATS unit instructs.
Note what "determine the position" means: the position of the craft in distress, not your own.
Weigh fuel, weather, terrain and daylight before you commit, and ask whether help is already there. In practice you tell ATS straight away on your current frequency, note the position from GNSS or a VOR/DME fix together with the UTC time, and orbit clear of terrain and any arriving helicopters. Keep a fuel and daylight margin for the trip home, and hand over once SAR units arrive. The Annex sets no minimum height or orbit pattern.
Describe this figure
The flow starts when you observe a craft in distress. First comes the own-safety check: is it possible, reasonable and necessary? If not, the duties below do not apply. If yes, keep the craft in sight, fix its position, report to the RCC or ATS unit, and act on their instructions. If you are the first aircraft there and not a SAR aircraft, you take charge of aircraft arriving later. If you cannot reach the RCC or ATS unit, hand over by agreement to an aircraft that can keep contact. Hand over to the first SAR aircraft when it arrives.
The flowchart reads top to bottom. It starts at "I see a craft in distress" and goes to a safety check with three questions: possible, reasonable, necessary. From there it runs through keep in sight, fix position, report, and act on instructions. A side branch asks "am I the first aircraft, and not a SAR aircraft?" and leads to taking charge of later arrivals. A last box hands over to the first SAR aircraft.
The on-scene report
Report as much of this as you can, to the RCC or the ATS unit.
- Type of craft, its identification and its condition.
- Position, as geographical or grid coordinates, or as distance and true bearing from a distinctive landmark or a radio navigation aid.
- Time of observation, in hours and minutes UTC.
- Number of persons seen.
- Whether persons were seen to abandon the craft.
- Whether distress signals, including distress beacon transmissions, have been received or observed.
- On-scene weather.
- Apparent physical condition of survivors.
- Apparent best ground access route to the scene.
- Position and description of any other craft in the area that may assist.
Items 6 and 10 are additions in the new wording.
| No. | Item to report | Status |
|---|---|---|
| 1 | Type of craft in distress, its identification and condition | In the list already |
| 2 | Position: coordinates, or distance and true bearing from a landmark or radio navigation aid | In the list already |
| 3 | Time of observation, in hours and minutes UTC | In the list already |
| 4 | Number of persons seen | In the list already |
| 5 | Whether persons were seen to abandon the craft | In the list already |
| 6 | Whether distress signals, including distress beacon transmissions, were received or observed | New from 26 Nov 2026 |
| 7 | Weather at the scene | In the list already |
| 8 | Apparent physical condition of survivors | In the list already |
| 9 | Apparent best ground access route to the scene | In the list already |
| 10 | Position and description of any other craft in the area that may help | New from 26 Nov 2026 |
Describe this figure
The table lists the ten items of the on-scene report in order. They cover craft type and condition, position, UTC time of observation, persons seen, whether anyone abandoned the craft, distress signals or beacon transmissions, weather, survivors' condition, the best ground access route and other craft that may help. Items 6 (distress signals and beacon transmissions) and 10 (other craft that may help) carry a label stating they are new from 26 November 2026.
The table lists the ten items in order, with a short label "new from 26 Nov 2026" beside items 6 and 10, so the two additions are marked by text and not only by colour.
Who is in charge on scene?
If several facilities are working on scene, the RCC or RSC designates one or more on-scene units to coordinate all actions, for the safety and effectiveness of air and surface operations.
Before SAR units arrive, the pilots decide. If the first aircraft to reach the scene is not a SAR aircraft, it takes charge of the on-scene activities of every aircraft that arrives later, until the first SAR aircraft arrives. If it cannot establish communication with the RCC or ATS unit, it hands over, by mutual agreement, to an aircraft that can establish and keep that communication.
Talking to people on the ground
You may need to pass information to survivors or to surface rescue units, and there may be no two-way radio. If practicable, you drop communication equipment that allows direct contact, or a written message. If survivors have displayed a ground signal, you show whether you have understood it. You use a dropped radio or message, or, if that is not practicable, the appropriate visual signal. To direct a surface craft to a craft in distress, you give precise instructions by any means available, and use a visual signal if radio contact cannot be made. The visual signals themselves are on page 010-10-02.
Dropping items from an aeroplane is not a routine PPL(A) exercise. Check your aircraft's POH/AFM for any limits on opening windows or doors in flight. This lesson does not replace ATO instruction or the aircraft's POH/AFM.
Intercepting a distress transmission
Here you are not at the scene. You hear a call on the radio, or a tone in your headset, from something far away.
Voice distress message
If feasible, you do these things.
- Acknowledge the transmission.
- Record the position of the craft in distress, if it is given.
- Take a bearing on the transmission.
- Inform the appropriate RCC or ATS unit, giving all available information.
- At your discretion, while awaiting instructions, proceed to the distress position.
- Try to establish communication with the person or persons in distress.
Going to the position is your choice, not your duty. A VFR pilot should not push into weather, darkness, terrain or a fuel state beyond personal limits to do it.
Everyone else on the frequency has a duty too. Distress traffic has absolute priority. Aircraft that know of it do not transmit on that frequency, unless the distress is cancelled or ended, the traffic is moved, the controlling ATS unit allows it, or they must themselves give assistance. A station that cannot help keeps listening until it is evident that assistance is being provided. The message formats are on page 090-05-01.
Distress beacon on 121.5 MHz
When a pilot who is monitoring 121.5 MHz picks up a distress beacon, the procedure adds three steps.
- Record the position where the signal was first received, and report it as soon as possible.
- Do not change the squelch setting of the aircraft radio.
- If feasible, keep monitoring until the signal stops, then tell the appropriate RCC or ATS unit.
Describe this figure
The left column covers a voice distress message, each step if feasible: acknowledge it, record the position if given, take a bearing, inform the RCC or ATS unit, go to the position at your discretion while awaiting instructions, and try to contact the people in distress. The right column covers a beacon tone heard on 121.5 MHz: record the position of first reception and report it as soon as possible, do not change the squelch setting, and if feasible keep monitoring until the signal stops, then tell the RCC or ATS unit. A note explains that a fixed squelch keeps the first-heard and signal-lost points consistent. A bar at the bottom reminds you to stay off the distress frequency unless an exception applies.
The diagram has two parallel tracks. The left track is the voice distress message with six boxes in order, from acknowledge to try to make contact. The right track is the beacon tone on 121.5 MHz with three boxes: record first reception, leave the squelch alone, keep listening and report when it stops.
Why the squelch rule? This is explanation, not part of the Annex text. The squelch mutes weak signals. Where a beacon is first heard, and where it fades, depends on how sensitive your receiver is set. If everyone leaves the setting alone, those two points stay consistent, and reports from one or more aircraft can be combined. The Annex says the unchanged setting gives the RCC the most accurate potential location of the beacon.
Describe this figure
A dashed oval shows where the beacon signal can be heard, with the beacon inside it. An aeroplane track runs across the oval. Point 1 is where the track enters the area and the tone is first heard; point 2 is where it leaves and the signal is lost. At each point the pilot notes position and UTC time. The squelch stays unchanged from point 1 to point 2. The figure is schematic, not to scale, and shows no ranges.
The plan view shows an aircraft track crossing a rounded area labelled "beacon reception area". One marker on the entering side says "first heard", and one on the leaving side says "signal lost". The picture is schematic and carries no distances. The beacon sits somewhere inside the area between the two markers.
A light aeroplane rarely has direction-finding equipment, so "take a bearing" is often not feasible. Instead note the GNSS position and UTC time when the tone is first heard and when it fades, leave the squelch alone, and tell the ATS unit on the frequency in use. Listening on 121.5 MHz on a second radio, when workload allows, is good practice. When you are required to guard it is covered on page 010-07-06.
Carriage rules for ELTs exist in operations and equipment rules, outside this topic. Annex 12 does not define "ELT" or "distress beacon". It uses "distress beacon" as a generic term. The ELT frequencies are 121.5 MHz and, from 26 November 2026, 406.0 to 406.1 MHz. Signals on 406 MHz reach the RCC through the Cospas-Sarsat satellite system.
SAR signals: the general rule
The details are on page 010-10-02. The rule you need here is short.
The visual signals in the Annex Appendix have the meaning given there when they are used. They are used only for that purpose, and no other signal that could be confused with them may be used. An aircraft that sees any of these signals takes whatever action the meaning of the signal requires.
The Appendix has three groups: signals with surface craft, the ground-air visual signal code, and air-to-ground signals. They are published in the Annex Appendix and in the IAMSAR Manual, Volume III. In the EU, each State's AIP describes the procedures and signals used by rescue aircraft and gives a table of signals for survivors.
In the real world
In 1998 a privately flown Cessna 210 flew VFR from Bendigo to Moorabbin in low cloud and drizzle. It disappeared from radar and struck the slope of Mount Macedon. The pilot of a passing Boeing 737 reported receiving an ELT signal about 25 NM west of Melbourne, and pilots of several other aircraft reported hearing the beacon on 121.5 MHz. A satellite alert came later, a dedicated search aircraft homed on the beacon, and the wreckage was found in the afternoon. Ordinary aircraft monitoring 121.5 MHz were the first to report the beacon, which is the role the interception procedure gives a pilot. The summary does not say how far those reports shaped the search area. This is a non-EU case, but the procedure is ICAO-wide.
Cessna 210 VH-UNH, Mount Macedon, 8 June 1998.
A second case is a safety alert, not an accident. US investigators found ELTs switched off or torn from their mounts in crashes, which delayed finding the wreckage and getting survivors to medical care. The alert asks pilots and maintainers to check that the ELT is armed and securely mounted, and notes that 121.5 MHz-only units are less effective than 406 MHz units. The lesson for you: the beacon only helps the chain if it works. Carriage rules differ in the EU.
"Armed" for Safety: Emergency Locator Transmitters, December 2013, revised December 2015.
Exam traps
"I must stay overhead whatever happens." Wrong. The duties apply if possible and unless unreasonable or unnecessary. You stay until compelled to leave or until the RCC releases you.
"Only a SAR aircraft may coordinate at the scene." Wrong. The first aircraft to arrive, if it is not a SAR aircraft, takes charge of later arrivals until the first SAR aircraft comes. If it cannot talk to the RCC or ATS, it hands over by mutual agreement.
"On hearing a MAYDAY I must fly to the position." Wrong. Proceeding is at the pilot's discretion while awaiting instructions.
"Turn the squelch down to hear the beacon better." Wrong. The Annex procedure applicable from 26 November 2026 says to leave the squelch alone, report the position where the signal was first received, and keep listening until it stops.
"Local time and latitude/longitude only." Wrong. The time is hours and minutes UTC. The position can also be a distance and true bearing from a landmark or radio navigation aid.
Dated line: the wording above applies from 26 November 2026. Older material has the scene section titled "scene of an accident", no beacon items and no "other craft that may assist" item in the report. Its voice-intercept list has only five steps, with no attempt to contact the people in distress, and has no beacon procedure.
Explain it back
You are flying CS-ABC on a VFR flight when you hear a faint continuous tone on 121.5 MHz that fades after a few minutes. Explain to a fellow student what you record, what you leave alone, who you tell, and why.
Self-check
-
CS-ABC, a privately owned light aeroplane with no special rescue equipment, is asked by ATS to help look for a missing aircraft. How is CS-ABC described in SAR vocabulary?mcq · easy
Show answer
A SAR facility is any mobile resource used for SAR, so a passing light aeroplane can be one. A SAR aircraft needs specialised SAR equipment, which CS-ABC lacks, so the first option is wrong. A rescue subcentre is a unit under an RCC, not an aircraft, and an alerting post is a facility relaying between a person reporting an emergency and the RCC or RSC.
Reference: Annex 12 Ch. 1 (SAR facility, SAR aircraft, RSC, alerting post)
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You are the first aircraft at the scene of a capsized boat. You are a PPL pilot in CS-ABC, not a SAR aircraft. You cannot reach the RCC or any ATS unit on the radio, but another aircraft overhead can. What does the procedure expect?mcq · medium
Show answer
The first non-SAR aircraft takes charge of later arrivals until the first SAR aircraft arrives. If it cannot communicate with the RCC or ATS unit, it hands over by mutual agreement to an aircraft that can establish and keep that communication. The first option is wrong because a non-SAR aircraft takes charge of later arrivals. The second ignores the hand-over. The fourth leaves out the agreement and the requirement that the other aircraft can keep contact.
Reference: Annex 12 5.6.2.1
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While monitoring 121.5 MHz you hear a steady distress beacon tone that is faint and crackly. Which action is correct?mcq · medium
Show answer
The pilot records the first-reception position and reports it as soon as possible, does not change the squelch, and if feasible keeps monitoring until the signal stops and then tells the RCC or ATS unit. Changing the squelch makes the first and last points inconsistent, so the first option is wrong, and it reports the wrong position. The second option is wrong because beacon tones on 121.5 MHz are exactly what the procedure covers. In the third option, flying to the strongest point is not required and a pilot cannot declare the wreck position from a tone alone.
Reference: Annex 12 5.7.2
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On your own frequency you hear another station send a MAYDAY and give a position 30 minutes' flying time ahead. It is late afternoon, there is fuel for the planned route only, and weather is deteriorating on the way. Which statement is correct?mcq · hard
Show answer
When intercepting a distress transmission, the PIC acknowledges, records the position, takes a bearing if feasible, informs the RCC or ATS unit, and proceeds to the position only at the pilot's discretion while awaiting instructions. There is no duty to proceed, so the first option is wrong, and the weather, fuel and daylight support staying within your limits. The third option ignores the duty to inform. The fourth delays the report.
Reference: Annex 12 5.7.1
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Survivors on the ground have laid out a signal, and you want to reply with a signal of your own design which you think is clearer than the standard ones. What is the position on SAR signals?mcq · easy
Show answer
The Appendix signals carry the meaning given there, are used only for that purpose, and no confusable signal may be used. An aircraft seeing one takes the action required. Home-made signals risk confusion, so the second and third options are wrong. The fourth is wrong because the duty to act applies to an aircraft that sees the signal, not only to SAR aircraft.
Reference: Annex 12 5.8.1, 5.8.2
Key concepts
Written with ASD-STE100 writing principles: short sentences, one topic per sentence, active voice, one word for one meaning.
PIC duties at a distress scene
A pilot-in-command (PIC) who observes a craft in distress has four duties.
The PIC keeps the craft in sight, determines its position, reports to the rescue coordination centre (RCC) or ATS unit, and acts on instructions.
The duties apply if possible and unless they are unreasonable or unnecessary.
Rule: Annex 12, 5.6.2
On-scene report
Report as much as you can to the rescue coordination centre (RCC) or ATS unit.
The list covers the craft, its position, the time in hours and minutes UTC, the persons seen and the on-scene weather.
Two items are new from 26 November 2026: distress signals and beacon transmissions received or observed, and other craft that can assist.
Rule: Annex 12, 5.6.2(c)
Do: report the time of observation in hours and minutes UTC.
Distress transmission heard in flight
A pilot who hears a voice distress transmission takes these steps, if feasible.
-
Acknowledge the transmission.
-
Note the position of the craft in distress, if it is given.
-
Take a bearing on the transmission.
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Inform the appropriate RCC or ATS unit, and include all available information.
-
At your discretion, and while you wait for instructions, proceed to the distress position.
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Try to establish communication with the persons in distress.
Going to the distress position is a choice, not a duty.
Rule: Annex 12, 5.7.1
Distress beacon on 121.5 MHz
A pilot who monitors 121.5 MHz and picks up a distress beacon records the position where the signal was first received.
Rule: Annex 12, 5.7.2
The pilot reports that position as soon as possible.
Do not: change the squelch setting of the aircraft radio.
If feasible, keep listening until the signal stops. Then tell the RCC or ATS unit.
A fixed setting keeps the first-reception point and the fade point consistent, so reports from one or more aircraft can be combined.
Aircraft first at a scene
If the first aircraft to reach a distress scene is not a SAR aircraft, it takes charge of later arrivals.
It keeps this role until the first SAR aircraft arrives.
If it cannot establish and keep communication with the RCC or ATS unit, it hands over to an aircraft that can, by mutual agreement.
Rule: Annex 12, 5.6.2.1
SAR signals
Visual SAR signals have only the meaning given in the Appendix, and they serve only that purpose.
Rule: Annex 12, 5.8.1 and 5.8.2
Do not: use any other signal that can be confused with them.
An aircraft that sees one of these signals takes the action the signal requires.
SAR roles and the alerting service
The rescue coordination centre (RCC) coordinates SAR operations within its search and rescue region (SRR).
The alerting service is an ATS function. It notifies the right organisations about an aircraft that needs SAR aid. It links the aircraft to the RCC. It is not the SAR service itself.
A light aeroplane that flies past can be a SAR facility. It is not a SAR aircraft.
SAR principles and regions
States provide SAR services on a 24-hour basis, alone or with other States.
They help aircraft in distress and survivors, whatever their nationality or status.
A search and rescue region (SRR) is an area of defined dimensions, linked to one rescue coordination centre (RCC).
SRRs do not overlap. Adjacent SRRs leave no gaps. SRR boundaries follow technical and operational needs, not national borders.
Rule: Annex 12, 2.1.1, 2.1.2 and 2.2.1
Flashcards
Print them: A6 landscape cards (PDF, front and back) · 4 cards per A4 landscape sheet (PDF, cut lines) · Key figures deck (PDF, 6 figures)
Print double-sided, flip on the short edge.
010-10-01-01Does the PIC duty at a distress scene apply in every case?
No. The duties apply if possible and unless they are unreasonable or unnecessary.
010-10-01-02Name the four PIC duties at a distress scene.
Keep the craft in sight, determine its position, report to the RCC or ATS unit, and act on instructions.
010-10-01-03On-scene report: which time format is used for the time of observation?
Hours and minutes UTC.
010-10-01-04On-scene report: how can the position of the craft be given?
As coordinates, or as distance and true bearing from a landmark or radio navigation aid.
010-10-01-05Which two on-scene report items are new from 26 Nov 2026?
Distress signals and beacon transmissions received or observed, and other craft that can assist.
010-10-01-06A pilot hears a voice distress transmission. What is the first step, if feasible?
Acknowledge the transmission.
010-10-01-07Voice distress: what does the pilot inform the RCC or ATS unit?
All available information.
010-10-01-08Voice distress: does the pilot have to fly to the distress position?
No. Proceeding is at the pilot's discretion while awaiting instructions.
010-10-01-09Distress beacon on 121.5 MHz: which position does the pilot record and report?
The position where the signal was first received, reported as soon as possible.
010-10-01-10Distress beacon on 121.5 MHz: what does the pilot do with the squelch?
Do not change the squelch setting of the aircraft radio.
010-10-01-11Distress beacon: how long does the pilot keep listening, and then what?
Until the signal stops, if feasible; then tell the RCC or ATS unit.
010-10-01-12Why is the squelch left unchanged while a beacon is heard?
A fixed setting keeps the first-reception and fade points consistent, so reports can be combined.
010-10-01-13The first aircraft at a distress scene is not a SAR aircraft. What does it do?
It takes charge of later arrivals until the first SAR aircraft arrives.
010-10-01-14The first aircraft at the scene cannot talk to the RCC. What does it do?
It hands over, by mutual agreement, to an aircraft that can keep communication.
010-10-01-15Can a pilot use another signal that can be confused with a SAR signal?
No. Do not use any other signal that can be confused with the SAR signals.
010-10-01-16An aircraft sees a SAR visual signal. What does it do?
It takes the action the signal requires.
010-10-01-17How many RCCs does each search and rescue region (SRR) have, and how is it staffed?
One RCC, staffed 24 hours a day by trained people.
010-10-01-18Do search and rescue regions overlap, and do their boundaries follow national borders?
They do not overlap and leave no gaps. Boundaries follow technical and operational needs.
010-10-01-19How long does a State provide SAR services each day?
On a 24-hour basis.
010-10-01-20Does SAR help an aircraft in distress whatever its nationality?
Yes. States help whatever the nationality or status of the aircraft or survivors.
010-10-01-21A light aeroplane flies past an accident. Is it a SAR aircraft?
No. It can help as a SAR facility, but it is not a SAR aircraft.
010-10-01-22Is the alerting service the SAR service itself?
No. It is an ATS function that notifies organisations and links the aircraft to the RCC.
010-10-01-23ELT frequencies: 121.5 MHz and which other band, from 26 Nov 2026?
406.0 to 406.1 MHz.
010-10-01-24How do 406 MHz beacon signals reach the RCC?
Through the Cospas-Sarsat satellite system.
Sources
- ICAO Annex 12, Search and Rescue, 9th edition (2024), Chapters 1 and 5 and the Appendix (provisions applicable from 26 November 2026 taught, earlier wording noted).
- Commission Implementing Regulation (EU) No 923/2012 (SERA), Article 2 and Section 10 — via EASA Easy Access Rules for SERA, August 2025.
- Commission Implementing Regulation (EU) 2017/373, Annex I definitions — via EASA Easy Access Rules for ATM/ANS, March 2025.
- ATSB investigation 199802069, Cessna 210 VH-UNH, Mount Macedon, 8 June 1998: atsb.gov.au.
- NTSB Safety Alert SA-030, "'Armed' for Safety: Emergency Locator Transmitters", December 2013, revised December 2015: ntsb.gov.
This page is educational. It does not replace instruction at your ATO or your aircraft's POH/AFM. Rules change: check the regulation in force.