1、_- - ICA0 CIRCULAR*LB5 * m 484L4Lb 0002977 2BL m Circular 185-AN112i ERRATUM 3110186 (English Only) SATELLITE-AIDED SEARCH AND RESCUE - THE COSPAS-SARSAT SYSTEM ERRATUM Amend on page 17, Table 2. Environment tests, line 1 as follows : 121.51243.0 MHz 406 MHz Location probability (Note 1) o. 91 O. 84
2、 - END - COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesI C CIRCULAR 185-AN/121 CAO IRCULAR 1966 SATE L LI TE- Al D ED SEARCH AND RESCUE - THE COSPAS-SARSAT SYSTEM Approved by the Secretary General and published under his authority INTERNATIONAL CIVIL AVI
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11、 International Civil Aviation OrganizationLicensed by Information Handling ServicesFOREWORD 1. General 1.1 The essence of successful search and rescue lies in the speed with which it can be set up and carried out and the accuracy with which the search area can be defined. This is so because it must
12、be presumed that in each incident there are survivors who need help and whose chances of survival diminish with every passing minute. 1.2 The COSPAS-SARSAP system, which has been developed by Canada, France, the Union of Soviet Socialist Republics and the United States, introduces space technology t
13、o assist in expediting search and rescue and in defining the search area. Experience gained from the COSPAS-SARSAT project has demonstrated significant advantages to be gained by satellite-aided alerting. 1.3 The purpose of this circular is: a) to acquaint personnel responsible for search and rescue
14、, as well as air traffic services personnel, communications specialists and pilots, with the status of the COSPAS-SASAT system and how it assists search and rescue; and b) to inform States which may be interested in taking advantage of the COSPAS-SARSAT system of the points of contact, levels of par
15、ticipation, and likely costs. Although this circular focuses on aeronautical applications of the COSPAS-SARSAT system; it has broader humanitarian applications which include maritime and terrestrial search and rescue. 1.4 The term “emergency transmitters“ when used in t.his circular is a generic ter
16、m which encompasses emergency location beacons - aircraft (ELBA), survival radio equipment which emits a distinctive tone, emergency position indicating radio beacons (EPIRB) and emergency locator transmitters (ELT). 2. Background 2.1 At the 23rd Session of the ICA0 Assembly in 1980, the Technical C
17、ommission took note of a report submitted by the Delegation of Canada on experimental work related to search and rescue satellite-aided tracking (SARSAT). Since that time, the develop- ment of the COSPAS-SASAT system has been monitored and reported on in annual reports of the Council, articles in th
18、e ICA0 Bulletin and State letters. * COSPAS/ SARSAT : COSPAS = Kosmicheskaya Sistyema Poiska Avariynych Sudov (KOSPAS): . SARSAT = Search and Rescue Satellite-Aided Tracking COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesICAO CIRCULAR*LBS * Li841Ylib 0002
19、98L i02 ii) ICAO Circular 185 2.2 In November 1985, the Secretariat prepared a summary report on the COSPAS- SARSAT system. The Air Xavigation Gmmission, after reviewing this report, agreed that: a) appropriate information concerning COSPAS-SARSAT be prepared in the form of an ICAO circular: States
20、not: yet participating in the COSPAS-SARSAT programme be invited to reconsider such participation in accordance with the Councils request of 14 December 1983; all States be invited to take action aimed at reducing the number of false alarms on 121.5/243.0 MHz caused by inadvertent activation of emer
21、gency transmitters and eliminating misuse of those frequencies for unauthorized purposes, and to continue their efforts to eliminate unauthorized transmissions in the band 406.0 “z and 406.1 MHz; and an air navigation study group be established to assist the Secretariat in examining the various aspe
22、cts relating to the use of the COSPAS- SARSAT system and developing specific proposals for action. 2.3 The decisions in b) and c above were reflected in State Letter AN 15/12-86/50 dated 7 May 1986 and the air navigation study group mentioned in d) began wrk in June 1986. This circular Is in respons
23、e to a) above. b) c) d) COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling Services- -_ - - ICA0 CIRCULARxL85 * 484L4Lb 0002782 b4el TERMS AND ABBREVIATIONS Aeronautical fixed telecommunication network (AFTN). A world-wide system of aeronautical fixed circuits provid
24、ed, as part of the aeronautical fixed service, for the exchange of messages and/or digital data between aeronautical fixed stations having the same or compatible communications characteristics. Air traffic services (ATS). A generic tern meaning, variously, flight information service, alerting servic
25、e, air traffic advisory service, air traffic control service, area control service, approach control service and aerodrome control service. Ambiguity resolution. The ability of the COSPAS-SARSAT system to correctly determine which of two locations, on each side of the satellites track, is the true l
26、ocation of an emergency transmitter. Area control centre (ACC). A unit established to provide air traffic control service to controlled flights in concrol areas under its jurisdiction. CCIR. International Radio Consultative Committee. - Coherent. A term used to describe an amplitude-modulated transm
27、ission in which a certain minimum amount of transmitted energy is present in the carrier component, thereby facilitating satellite detection of emergency transmitters. Co-ordinated Universal Time (UTC). COSPAS: Kosmicheskaya Sistyema Poiska Avariynych Sudov (KOSPAS). The space segment search and res
28、cue packages provided by the Union of Soviet Socialist Republics. - CSSC. COSPAS-SARSAT Steering Committee, which manages the COSPAS-SARSAT system. D service to RCCs using location information from the COSPAC-SARSAT system. Multiple access capability. The malrinum capacity OE the COSPAS-SARCAT syste
29、m to provide location information for r.at=rZrncy transmitter5 iii s i.aii taniaoii .rieu of a satellite which carries search and resciie packages. Orbiting satellites carrying amateur radio (OSCAR). COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling Services1 (V) IC
30、AO Circular 185 ICAO CIRCULAR*LS * m 484141b 0002984 411 Rescue Co-ordination centre (RCC). A unit responsible or promoting efficient ofganization of search and rescue service and for co-ordinating the conduct of search and rescue operations within a search and rc1scue region. SARSAT: Search and res
31、cue satellite-aided tracking. The space segment search and rescue packages which are provided by Canada, France and the United States. Search and rescue (CAR). Search and rescue region (SRR). An area of defined dimensions within which search and rescue service is provided. Survival radio equipment.
32、A manually activated emergency transmitter which may or may not have a voice capability. User class. A coded field in 406 MHz emergency transmissions which is used to differentiate between aeronautical, maritime or other types of transmissions. Very high frequency (VHF). 30 to 300 MHz. Visibility wi
33、ndow. The period during which a satellite carrying search and rescue packages is visible to an LUT. WARC. World Administrative Radio Conference. - COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesTABLE OF CONTENTS Chapter 1 . Rackground 1.1 Conventional ale
34、rting methods 1.2 Evolution of COSPAS-SARSAT . Chapter 2 . System description 2.1 System organization 2.2 Technical principles of operation 2.3 Data-handling functions Chapter 3 . System performance 3.1 Overview of tests 3.2 Technical tests 3.3 Controlled environmental tests . 3.4 “Real world“ resul
35、ts . Chapter 4 . Current status 4.1 Space segment 4.2 Ground segment . 4.3 Mission control centres 4.4 Emergency transmitters . Chapter 5 . Current operations 5.1 Information available to RCCs 5.2 Communications . 5.3 Operational points of contact Chapter 6 . 121.5/243.0 MHz emergency transmitters 6
36、.1 Advantages . 6.2 Disadvantages Chapter 7 . 406 NTIz emergency transmitters 7.1 Advantages . 7.2 Disadvantages Chapter 8 . RqiiLatory and iiistitiitional aspects 8.1 International Civil Aviation Organization (ICAO) . 8.3 Other international orgariizat ions 8.3 Futiire management of the COSPAS-CARS
37、AT system Page 1 . 1 4 6 6 8 12 16 16 16 16 18 19 1.9 19 20 20 22 22 22 23 24 24 24 26 26 26 28 28 25 30 (vii) COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling Services(viii) ICA0 Circular 185 Chapter 9 Future operational consirieratioris 31 . . 9.1 Improvements to
38、 121.5/243.0 YHz emergency transmitters . 9.2 Potential future systems . Chapter 10 . General information . 10.1 Levels of participation 10.2 Cost considerations for particpants Appendix A . Points of contact Appendix B . MCC to RCC alert messages 31 31 32 32 32 35 37 COPYRIGHT International Civil A
39、viation OrganizationLicensed by Information Handling ServicesICA0 CIRCULAR*185 * m 4843436 0002987 120 Chapter 1. BACKGROUND .1 CONVENTIONAL ALERTING METHODS 1.1.1 General 1.1.1.1 The success of a search and rescue operation depends, to a large degree, OR the prompt receipt by the rescue Co-ordinati
40、on centre (RCC) of information needed for an evaluation of the situation and a decision on the best course of action. Only then can activation of search and rescue facilities be assured, making it possible to: a) locate, reach, sustain and rescue survivors in the shortest possible time ; b) facilita
41、te self-help by survivors while they are still capable of doing so. Experience has shown that the chances of survival after an accident decrease significantly during the first 24 hours for injured persons and after the first three days for uninjured persons. Experience has also shown that, because o
42、f the shock effect following an accident, uninjured and able-bodied persons are often unable to accomplish simple tasks in a logical manner and thus may hinder, delay or even prevent their own rescue. 1.1.1.2 usually receives notification that an aircraft is, or is considered to be, in a state of em
43、ergency from the flight information centre (FIC) or area control centre (ACC) with which it is associated. Normally, this notification is determined in relation to an . aircraft flight plan, transmissions made by the distressed aircraft, reports by other aircraft (visual observations, transmissions
44、from emergency transmitters), loss of radar contact, or from other sources. The state of emergency is indicated by: Although search and rescue organizations have different strucqures, an RCC 1) an uncertainty phase; 2) an alert phase; or 3) a distress phase. 1.1.2 Notification based on flight plan I
45、. 1.2.1 In respect of an aircraft for which a flight plan has been filed, an uncertainty phase is declared when: a) no communication has been received within 30 minutes after the time it should have been received, or from the time a first unsuccessful attempt was made to establish communications wit
46、h the aircraft; or b) the aircraft fails to arrive within 30 minutes of the estimated time of arrival (ETA). 1 COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesICAO CIRCULAR*LC * 484141b 00OZ88 Ob7 2 ICAO Circular 185 1.1.2.2 When notification is baser3 on
47、the flight plan, the most time-consuming and difficult task is to determine whether or not a distress situation exists. In some cases, aircraft communications capability may be limited to a single radio. Communications searches nay he difficult or delayed due to limited hours o operation at destinat
48、ion or alternate aerodromes or other aerodromes en route, * O O O O O O O O - O O O O O O O O O O *( 1986) 4.3 MISSION CONTROL CENTRES 4.3.1 They are located in Moscow (USSR), Bodd (Norway), Toulouse (France), Plymouth (United Sngdom), Trenton (Canada), and Scott Air Force Base (United States). capa
49、bilities are summarized in Appendix A. MCCs in the United States, nited Kingdom, Norway and Canada are Co-located with existing RCCs. not operate LUTs, a national search and rescue point of contact is established to receive COSPAS-SARSAT alert data. There are at present six operational mission control centres in service. Their For participating States which do 4.4 EMERGENCY TRANSMITTERS 4-4.1 aircraft (ELBA) are contained in Annex 19, Volume I. The provisions specify that the emergency transmitters shall operate on 121.5 “z and 243.0 “z. requireme
