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IAMSAR Manual
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Communications
2.12 Communications for SAR Operations
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2.12.1 RCCs should refer to additional sources of information about the types of equipment and systems used aboard aircraft, vessels, and survival craft, e.g., IMO and ICAO publications, government communication authorities, service providers, equipment manufacturers, and appropriate training institutions.
2.12.2 If they have the capabilities, vessels normally monitor any DSC distress frequency available, as well as MSI (NAVTEX, SafetyNET, etc.) and Inmarsat broadcasts. Most vessel's monitor Channel 16 and 2182 kHz; after 1 February 1999, some ships may discontinue aural radio watches and depend more on alarms to make them aware of incoming distress traffic.
2.12.3 Distress traffic, including critical SAR communications, should be sent using distress priority when possible to help ensure it is noticed and acted upon. |
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2.13 Communication Equipment Identities |
2.13.1 A mobile station is normally identified by vessel or aircraft radio call sign; a maritime mobile service identity (MMSI) number; or a seven or nine digit identity for terminals and EPIRBs of Inmarsat. Survival craft radios use the parent craft's call sign followed by two digits (other than O or 1 if they immediately follow a letter). Satellite ELTs and EPIRBs are identified by a three-digit MID or country code followed by either a six-digit MMSI number (for EPIRBs), a serial number, or a radio call sign. Non-satellite (121.5 and 243 MHz) EPIRBs have no coded identities. Country codes should indicate the State where the associated registration data to support SAR operations may be obtained, but may just indicate the flag State if the beacon is not properly registered or coded.
2.13.2 MMSls are usually assigned by flag State Administrations, and all are supposed to be reported to and published by ITU. MMSI numbers consist of three digits representing the MID, followed by digits indicating the particular vessel. A list of MIDs is available in the ITU Radio Regulations, and a more updated list may be obtained from ITU via the Internet. This can be a useful database when following up a DSC distress alert. |
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2.14.1 False alerts are any alerts received by the SAR system which indicate an actual or potential distress situation, when no such situation actually exists. The term "false alarm" is sometimes used to distinguish a false alert known to have originated from an equipment source intended t9 be used for distress alerting. Causes of false alerts include equipment malfunctions, interference, testing, and inadvertent human error. A false alert transmitted deliberately is called a hoax.
2.14.2 It is essential that SAR personnel treat every distress alert as genuine until they know differently.
2.14.3 SAR personnel are often in a unique position to be aware of false alerts and investigate their causes; so it is important that records be kept on the numbers of such alerts and their causes, and that these data be provided to authorities who can use regulation enforcement, improved training or equipment standards, etc., to improve alerting integrity. An unnecessary SAR alert (UNSAR) message sent to appropriate authorities for follow-up can be used to prevent further false alerts. |
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2.15.1 Although some voice and data distress alerts fail to do so, all distress alerts should arrive with suitable identities and position information. Automatic pre-formatted messages should comply with formatting standards and be registered with an appropriate SAR data provider (SOP). Comprehensive, accurate registration databases available on a 24-hour basis can be critical to successful handling of SAR cases, and for identifying vessels using electronic radio identities without having to dispatch a SAR facility.
2.15.2 Perhaps the most important elements of the above information are the emergency contacts on land representing the craft owner or operator. The value of this information is independent of the type of communications involved.
2.15.3 Inmarsat data are available to SAR organisations on a 24-hour basis unless owners have requested an unlisted registration. RCCs must request the data directly from Inmarsat, or from its LESs if the data have been downloaded to them.
2.15.4 406 MHz satellite EPIRB a!lq ELT serial identities should only be used by States willing to maintain a comprehensive database accessible to all RCCs on a 24-hour basis, or to make equivalent registration provisions. Cospas-Sarsat databases normally include the types of 1nformation discussed above.
2.15.5 ITU maintains a list of call signs, MMSls, selective call numbers, owner and operator information, and craft communications capabilities, in its electronically accessible Telecom Information Exchange Services (TIES) database and in published documents. ITU Radio Regulations require States to register MMSI assignments with ITU. ITU information is available by computer using the Internet file transfer protocol (ftp).
2.15.6 The IMO SAR Plan or the GMDSS Master Plan may provide information about how to acquire registration data for various systems, along with the information these documents and ICAO RANPs contain on RCCs and SPQCs. Ifno other information is available about national databases and SDPs of other nations, RCCs should consult with an RCC in the State concerned to see whether and how the data are available. |
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2.16 RCC and RSC Communications |
2.16.1 National plans should provide for operational matters to be handled promptly at the RCC level or below in the SAR system, including making and responding to requests for assistance. Advance provisions should be made for rapid co-ordination with other agencies for SAR-related territorial entry if necessary.
2.16.2 Telephone and facsimile capabilities are essential for RCCs and RSCs, but other valuable systems for RCCs and Cospas-Sarsat MCCs are ICAO's Aeronautical Fixed Telecommunications Network (AFTN) and its more modern Aeronautical Telecommunications Network (ATN). These systems can handle message priorities, are among the most reliable links in some areas, and comprise an extensive world-wide network with terminal connections at aviation facilities near most RCCs and RSCs, ICAO has authorised their use for maritime SAR where more suitable resources are unavailable.
2.16.3 Communication links to ARCCs can usually be satisfied by capabilities available to the nearest Flight Information Centre (FIC) or Area Control Centre (ACC). If the ARCC is not co-located with such facilities, additional circuits may be needed to interconnect with them.
2.16.4 SarNET is a broadcast system between RCCs within the footprint of an Individual satellite. There are occasions when an RCC will wish to provide SAR information to or request SAR information from other RCCs. In order to alleviate the need for multiple land-Iine transmissions, an Inmarsat-C "SarNET" can be established using the facilities provided by FleetNET.
2.16.5 To participate in SarNET, each RCC requires an Inmarsat-C Enhanced Group Calling (EGC) receiver logged onto the chosen Inmarsat satellite to enable reception of broadcasts and have access to a "Gateway" Inmarsat-C land Earth Station (lES) to permit the transmission of broadcasts. Inmarsat downloads an Enhanced Identity (ENID) into each participating RCC's Inmarsat-C receiver, allowing all messages addressed to this ENID to be received. To transmit a broadcast, an RCC can access the Gateway station by password and personal identification number and send a broadcast addressed to the ENID.
2.16.6 Benefits of a SarNET system include:
- an emergency means of communication via satellite;
- a saving on effort and cost when communicating with multiple SAR addresses;
- a rapid and efficient means of exchanging information between RCCs; and
- compliance with the IMO recommendation that International RCCs should have a means of satellite communication.
2.16.7 Details of how to set up a regional SarNET can be obtained from the AOR(E) SarNET co-ordinator at MRCC Falmouth U.K. or Inmarsat Headquarters. |
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