2. Please send me one of YOU I want to include one each month…for cadets. jimk@satx.rr.com

3. http://www.acrartex.com/info/rescue/ 1.Beacon transmits 406 MHz distress signal containing your Unique Identification Number. 2.Satellite receives and relays to ground station. 3.Ground station calculates location (using Doppler shift) and forwards to Mission Control Center (MCC). 4.MCC gets updated position data (from additional satellite passes) and refines your position. An alert message is generated (combined with your registration data) and forwarded to the appropriate Rescue Coordination Center (RCC). 5.RCC contacts person listed in registration database (to verify the emergency) and dispatches closest capable SAR forces. 6.SAR launches to “calculated” location and uses 121.5 homing signal to pinpoint the beacon location.

4. February 1, 2009, satellite processing of distress signals from the older 121.5 and 243 MHz emergency beacons was terminated. Now…a worldwide network of polar-orbiting and geostationary satellites is used. The network relies on signals received on the 406 MHz frequency. Once a distress beacon is transmitted and received by a satellite, the network continues to receive information from additional satellite passes and further refines the beacon position to a 2.3 nm search radius. For self-locating beacons that provide GPS position data in their first transmissions, the search radius is reduced to.05 nm (100 meters). Search and Rescue forces are dispatched within one hour for non-GPS beacons. For self-locating beacons that provide GPS position data the dispatch time is reduced to as little as three minutes.

5. EFBs (and ECDs) may be used by CAP Pilots provided pilots are in full compliance with FAA guidance and: The PIC reviews FAA Advisory Circular 91-78 and complies with para 6 a (1) and (2) (1) The components or systems onboard the aircraft which display precomposed or interactive information are the functional equivalent of the paper reference material. (2) The interactive or precomposed information being used for navigation or performance planning is current, up-to-date, and valid. PIC is trained to use the device (proficiency is self-determined) Use is appropriate for the flight (IFR and / or VFR Flight) EFB / ECD is a suitable substitute for traditionally provided products PIC has determined that appropriate EFB / ECD preflight checks are accomplished PIC has insured electrical power requirements for the device are satisfied PIC has a back up plan in case the EFB / ECD fails PIC insures device will not interfere with aircraft control CAP check pilots will let you use the EFB / ECD during annual and abbreviated check-rides.

6. 16 NTSB Aviation Mishaps in January 2015 7 engine quit 5 unexplained (bucket-head) 4 unexplained (mechanical failure) Out of the 16 mishaps…8 were Fatal Out of the 8 fatal mishaps…6 mishap pilots held advanced aeronautical ratings 3 Commercial, 1 Instructor Pilot, 2 ATP