ELT required in the Netherlands
Join Date: Sep 2003
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I don't know about anyone else but all I do is put the Hex ID of my PLB into Field 18 on the FPL and that's it.
If for some reason I need it, I will pull the cord, wait for the rescue and explain later.
Beyond that I passed worrying about the fine grain of the wording some time ago.
Oh and before those who go off on the legendary insurance tangent, my insurance company says it makes no difference to them at all.
If for some reason I need it, I will pull the cord, wait for the rescue and explain later.
Beyond that I passed worrying about the fine grain of the wording some time ago.
Oh and before those who go off on the legendary insurance tangent, my insurance company says it makes no difference to them at all.
Join Date: Feb 2007
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Would any of our Dutch colleagues care to translate this for us please?
Para 1 talks about an ELT of any type.
Para 2 talks about an ELT which needs to be activated automatically.
Join Date: Jul 2001
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Bose,
the problem might be if you are rampchecked in the Netherlands and 'they' decide you have to leave the aircraft there until it is equipped with a 'proper' ELT. A year ago a friend of mine was rampchecked in Germany at a very small airfield. The man insisted to see his written flight preparation papers (plog) even after arriving on an IFR flight plan (it was all in the GNS430). I think the 406 PLB with GPS is the most intelligent alternative.
the problem might be if you are rampchecked in the Netherlands and 'they' decide you have to leave the aircraft there until it is equipped with a 'proper' ELT. A year ago a friend of mine was rampchecked in Germany at a very small airfield. The man insisted to see his written flight preparation papers (plog) even after arriving on an IFR flight plan (it was all in the GNS430). I think the 406 PLB with GPS is the most intelligent alternative.
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Ramp checked for an ELT by who Dirk?
I have also had the little German man in the tower try and check me for a PLOG at Essen. A few choice words were my response along the lines of I am pilot in Command and I will choose the level of preparation and type of PLOG that I use. Which is an airways chart and a GNS430 for IFR and everything I need written on the map for VFR.
It is a 406 PLB with GPS that I use and is the Hex ID I put on the flight plan.
I have also had the little German man in the tower try and check me for a PLOG at Essen. A few choice words were my response along the lines of I am pilot in Command and I will choose the level of preparation and type of PLOG that I use. Which is an airways chart and a GNS430 for IFR and everything I need written on the map for VFR.
It is a 406 PLB with GPS that I use and is the Hex ID I put on the flight plan.
I think Bose-X has got it right.
Self-activating ELT's with integral GPS cost a fortune currently - something in the region of £1,500-£2,000.
By purchasing a PLB with GPS (£250), you are effectively equipping yourself with the most technically advanced piece of safety equipment affordable to the average GA pilot. Insurance companies wouldn't stand a snowball's chance in court of refusing payouts on the grounds of not being 'legally' equipped for flight in the Netherlands.
As Bose says, file your flight plans with the Hex code of your PLBs included in field 18. As to rampchecking, it's a gamble, but the odds are greatly stacked in your favour.
All this will be mute by 2012 (or maybe sooner) anyway, as EASA will ultimately decide on whether ELTs, PLBs, or either, will be mandated for carriage within Europe. And given the quantity of PLBs already sold and in use across Europe, plus the fact that they offer better rescue chances - your aircraft could sink with the ELT on board before SAR locates you, and a PLB directs SAR to the individual not the aircraft - I would be very surprised if ELTs are the only locator beacons mandated by EASA. Mind you, EASA don't appear to have the best reputation for throwing logic at new regulatory proposals...
jez
Self-activating ELT's with integral GPS cost a fortune currently - something in the region of £1,500-£2,000.
By purchasing a PLB with GPS (£250), you are effectively equipping yourself with the most technically advanced piece of safety equipment affordable to the average GA pilot. Insurance companies wouldn't stand a snowball's chance in court of refusing payouts on the grounds of not being 'legally' equipped for flight in the Netherlands.
As Bose says, file your flight plans with the Hex code of your PLBs included in field 18. As to rampchecking, it's a gamble, but the odds are greatly stacked in your favour.
All this will be mute by 2012 (or maybe sooner) anyway, as EASA will ultimately decide on whether ELTs, PLBs, or either, will be mandated for carriage within Europe. And given the quantity of PLBs already sold and in use across Europe, plus the fact that they offer better rescue chances - your aircraft could sink with the ELT on board before SAR locates you, and a PLB directs SAR to the individual not the aircraft - I would be very surprised if ELTs are the only locator beacons mandated by EASA. Mind you, EASA don't appear to have the best reputation for throwing logic at new regulatory proposals...
jez
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"Insurance companies wouldn't stand a snowball's chance in court of refusing payouts on the grounds of not being 'legally' equipped for flight in the Netherlands"
I guess the issue is whether the part of the flight over Netherlands was rendered 'illegal' by carrying a PLB. If it was illegal then I'm not so sure that an insurance company would pay out.
Steve
I guess the issue is whether the part of the flight over Netherlands was rendered 'illegal' by carrying a PLB. If it was illegal then I'm not so sure that an insurance company would pay out.
Steve
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I guess the issue is whether the part of the flight over Netherlands was rendered 'illegal' by carrying a PLB.
[/pedant]I believe the general rule with insurance is to question whether the alleged failing contributed to the claim.
If an uninsured driver crossed the central reservation and hit the front of your car your claim would not be invalidated by the fact that your rear number-plate light was not working and your car was therefore technically not roadworthy.
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