The Science Of Survival

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ACR Electronics and Ocean Signal Highlight Enhanced Life-Saving Benefits of their MEOSAR-Compatible Beacons

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ACR Electronics, Inc. and Ocean Signal are highlighting to all boaters how the life-saving capabilities of its distress beacons and the importance of including an EPIRB and PLB in their safety kit are significantly enhanced due to Cospas-Sarsat’s next-generation Medium-Earth Orbit Search and Rescue (MEOSAR) system.

Revolutionising the search and rescue process, 24 EU launched Galileo navigation satellites will carry second generation SAR transponders for the Cospas-Sarsat system at Medium Earth Orbit altitude to supplement the existing LEOSAR (Low Earth Orbit) and GEOSAR (Geostationary Orbit) systems. The increased number of satellites offers much faster signal detection, greater location accuracy, strengthened coverage and greater reliability to improve alerting times for distress beacon owners in emergency situations.

All ACR Electronics and Ocean Signal beacons, including the ACR GlobalFIX V4 and GlobalFIX iPro EPIRBs, the ACR ResQLink PLBs, plus the Ocean Signal SafeSea E100 and E100G EPIRBs, rescueME EPIRB1 and rescueME PLB1, are compatible with the next-gen satellites, ensuring they will offer the near instantaneous signal detection and transmission enabled by the global MEOSAR satellite transponders and upgraded ground-station components.

Estimates indicate that when using the next-gen network, anyone activating a GPS-enabled ACR or Ocean Signal EPIRB or PLB can expect their beacon to be located within 100 metres (328 feet), 95% of the time, within 5 minutes of the distress signal instead of taking up to the one to two hours typical with the current LEOSAR and GEOSAR system.

Chris Hoffman, Chairman of the RTCM (Radio Technical Commission for Maritime Services) Board of Directors and chair of the RTCM Special Committee SC110 on Emergency Beacons, said: “As the representative of beacon manufacturers within the Cospas-Sarsat community, we work closely with companies like ACR and Ocean Signal to ensure that the needs of end users are taken into account when developing these new systems and enhancements.”

Hoffman, who is also Director of Technology Strategy for ACR Electronics, added: “The new MEOSAR network is poised to have a huge impact on search and rescue and will ultimately result in more lives saved. In the light of this ground-breaking update in technology, we want to ensure that anyone who spends time at sea is aware of the development and the value it adds to beacons, so they can make an informed decision about why they should carry an EPIRB and a PLB.

“The ACR and Ocean Signal 406 MHz distress beacons have been meticulously designed to be compact, reliable, and easy to use, carry and maintain. Critically, they are MEOSAR compatible, so users can benefit from this unfolding revolution in search and rescue, with even more power at their fingertips to ensure they and their friends and family can reach the rescue authorities quickly and easily, and stay safe out on the water.”

When complete there will be 72 MEOSAR satellites positioned at Medium Earth Orbit altitude, over six times the number of existing satellites in orbit. MEOSAR relays more beacon signals to ground stations using a technique known as ‘bent pipe’ which is an average of 46 minutes faster than LEOSAR. The network of ground stations, called MEOLUTs (Local User Terminals), along with multiple antenna systems, results in close to 100% reliability and near instantaneous global coverage.

MEOSAR satellites are compatible with the existing first generation Cospas-Sarsat technology. The Galileo satellites will also allow second generation alerting technology to be introduced such as the ability to send a return link signal in the form of a confirmation message back to beacons acknowledging that the signal was received.

The first rescues demonstrating near real-time signal detection using a MEOSAR satellite have already been documented, with the new Cospas-Sarsat system expected to reach full operational capability in 2020-21. When the system is fully operational, there will always be multiple MEOSAR satellites in view, subject to clear visibility of the sky, enabling fast alerting and location independent of waiting for a pass of a LEOSAR satellite.

Since 1982, the Cospas-Sarsat international satellite SAR systems has helped to save more than 40,000 lives by pinpointing the location of emergency distress beacon signals.

Today’s EPIRBs and PLBs by ACR Electronics and Ocean Signal are compact and user friendly with an exceptional battery life. They are now an affordable product for inclusion in any boat’s safety kit. EPIRBs are available for under $400 and PLBs priced in the mid $200s.

For further information about ACR Electronics’ products, visit, and for Ocean Signal’s products, visit


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Aviation History Month – my story by:ARTEX Director of Sales, Jeffery Geraci

In the spirit of Aviation History Month Here is my aviation story by: ARTEX Director of Sales, Jeffery Geraci

With November being Aviation History Month, I had the honor of presenting the history of ELT and ARTEX to my fellow employees.  As I researched and prepared the briefing, it prompted reflection on my own personal aviation history.  Attaining flight is such an intriguing combination of physics that completely infected my imagination.  My journey started as many young boys did, with a glider and then a rubber band powered model.  Back in the 60s the Guillows Company provided many youngsters the ability to build and launch their flying dreams.  My first powered craft was Piper Cub.  In its maiden flight, a shirtless 10 year old found that speed and ground proximity were a disastrous combination for a balsa wood airframe.

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First Piper Cub flight, 1970 – Farmington Hills, MI

Having witnessed a flying machine of my own construction take flight, my passion for flight would lead to larger aircraft with gas engines and radio controls.  My first radio controlled aircraft was a “Falcon 56” and it was a beautiful yet forgiving aircraft to fly.  At 13 years of age I was all in for flight.  As the Falcon flew over me, I looked up and said to myself, how do I get in the cockpit?  My career path was set and in just 4 more years, I would be an aviator.

Falcon 56 Airframe, 1972 – Farmington Hills, MIteen JG

Falcon 56 first flight, 1973 – Farmington Hills, MI

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My parents signed the early entry form required for a 17 year old to join the military.  The selection process for enlisted aircrew was competitive but due to my exceptional vision and depth perception, my dream was realized.  I was selected for the KC-135 Tanker boom operator position.  Boom operators maneuver a flying boom to “connect” with a trailing aircraft and perform in-flight refueling. Before an aircrew can attend training for the specific type of aircraft, the selectee must attend survival schools.  Water, prisoner of war, ground and Arctic survival schools were required. In addition to learning the skills of survival, the schools provided another means of eliminating the less dedicated.  In 1978, during my water survival school students would float in Biscayne Bay, Florida for hours to simulate the ocean bailout.  We used flares, dye and strobe lights to signal each other.  My first experience with ACR Electronics Inc. was utilizing a very well made bright orange strobe light.   Little did realize that ACR and I would cross paths again 35 years later.

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August 1979 publication of Airman Magazine picturing water survival training

After completion of the survival schools my first ride in a tanker took place at Castle Air Force base, Merced California in 1979.  We flew many missions refueling all USAF aircraft types.  I was photographed in Airman Magazine, August of 1979 for a C-130 mission.

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August 1979 publication of Airman Magazine, C 130 Mission

My first base posting was Wurtsmith AFB, Oscoda Michigan.  Although we rotated aircraft often, number 38038 was a frequent selection for our training.  This particular aircraft was a newer  KC-135 manufactured in late 1960.  Most tankers were manufactured in 1957-59.  I was 19 years old the first time I flew on this aircraft. We are both 57 now and I am not sure who will live longer, 38038 or me!   I still recall the sound of the J-57s with water injection.  The sound in the cockpit was deafening as the pilot pushed the throttles forward.  I still recall the feeling of speed as we raced toward the end of the runway.  The pilot would call out “S-1” which meant we passed the speed threshold of not being able to stop, we were dedicated to takeoff.  I flew in the jump seat often and had the best view of the cockpit being in between both pilots

In 1983, I became an instructor Boom operator.  Part of the training was to fly co-pilot for 2 touch and go landings just in case there was a need to fill in.  I had acquired 25 hours in a Cessna 172 but the tanker flew like nothing I had experienced.  I will never forget the takeoff sequence of pushing up the engines and steering with the rudders after 80 knots.  Being seated up front made the speed more intense as we powered past 140 knots.  I pulled back, assumed a steady 15 degrees of climb, got the gear and flaps up.  Just like the Falcon 56 model used to climb, but I was inside this bird.

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USAF 38038 with Jeff Geraci onboard – October 1980

I completed 2 tours in the USAF but did not make it a career.  The lure of private sector income and running my own business moved me on.  I always looked up when I heard an aircraft overhead.  I know how that feels I thought to myself.

My aviation career would be revived in 2000 as I sold my business and took a position with a Michigan company called Advanced Data Research (ADR).  Based upon a commercial device, we developed the first version of the electronic flight bag.  Our customers were corporate flight departments worldwide.  I was back in cockpits helping to determine mounting locations for the computers.

Fast forward to 2013 and good friend, Mike Schmidt calls me and asks what I am doing.  Mike and I worked at the flight bag company and recently had taken position at ACR Electronics in Fort Lauderdale Florida.  Mike helped me secure a position with ACR in September of 2013.

Speaking of history, the mission at ACR is to make sure pilots and their occupants do not become history.   ACR and ARTEX share a long and important lineage of making a difference to those in trouble.

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ARTEX History Presentation November 2017, Fort Lauderdale, FL

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Introducing the New ARTEX ELT 1000 Emergency Locator Transmitter with Built-In GPS Navigational Interface

Fort Lauderdale, FL – ACR Electronics, Inc. announces today that the all-new ELT 1000 (Emergency Locator Transmitter) has received its Cospas-Sarsat and FAA approvals and is now available for sale. The ARTEX ELT 1000 is competitively priced and designed with multiple installation configurations to reduce overall installation cost.

The state of the art electronics maximize frequency stability and power while incorporating a new, built-in GPS navigational interface. Including GPS data in the emergency transmission allows Search and Rescue personnel to know your location within 100 meters in less than a minute. Designed to accommodate multiple installation configurations, the new ELT 1000 is a quick, easy and affordable retrofit for obsolete 121.5 MHz ELTs.

ELT100_ISO_2Built under the exacting standards of AS9100C quality certification, the ELT 1000 exceeds all government and regulatory standards including the latest FAA guidelines with its new robust stainless steel mounting strap.

The ARTEX ELT 1000 features and specifications are listed below:

  • Quick and easy retrofit for general aviation aircraft
  • Single antenna output for emergency transmission on both 406 MHz (Cospas-Sarsat) and 121.5 MHz frequencies (local Search & Rescue)
  • Enhanced positional accuracy with a built-in GPS interface that does not require aircraft power
  • Encoded digital message broadcasts aircraft identification/registration and owner/emergency contact details
  • New stainless steel mounting strap for increased stability that complies with the most current FAA guidelines
  • Simple self-testing from the cockpit. When combined with, the self-test will provide SMS/e-mail confirmation within seconds that the ELT signal reached the satellites successfully
  • New hermetically sealed G-Switch for increased reliability

ARTEX designs and manufactures an array of ELT’s, battery packs and ELT accessories. ARTEX products serve a wide category of aircrafts ranging from general aviation to the world’s leading airframe manufacturers, large commercial airlines and government aircraft.