XPDR (Transponder) |
Turn on XPDR |
UCA-9: Having XPDR turned off causes hazard if performed during the flight |
UCA-10: The control action to turn on the XPDR is not performed, which causes a hazard when the aircraft is in flight. |
UCA-11: Failure to turn on the XPDR at the right time causes a hazard when the aircraft is already on a conflicting route with another aircraft. |
Not applicable |
EGPWS (Enhanced Ground Proximity Warning System) |
Correct aircraft bank based on Bank Angle Alert |
UCA-12: Control action to correct aircraft bank causes hazard when Bank Angle information is ignored. |
UCA-13: Failure to correct the aircraft bank based on the Bank Angle alert creates a hazard when not performed. |
UCA-14: Control action taken out of time to correct the aircraft’s bank causes hazard when the aircraft is already violating the procedure profile of another aircraft. |
UCA-15: Control action for the correction of aircraft bank interrupted too early causes hazard when the information does not reach the aircraft’s warning system. |
OBPMA (On-Board Performance Monitoring and Alerting) |
Alert the crew about the loss of RNP capacity |
UCA-16: Control action to alert the crew causes hazard when the information does not reach the pilots. |
UCA-17: Control action to alert the crew causes a hazard when pilots abandon the procedure profile and the alert is not issued.” |
UCA-18: Control action to alert the crew carried out in the wrong order causes hazard when pilots abandon the procedure before receiving the RNP alert. |
UCA-19: Control action to alert the crew causes hazard if the aircraft remains in the procedure after the RNP alert. |
AHRS (Attitude and Heading Reference System) |
Monitor aircraft roll |
UCA-20: Failure to observe excess bank, allowing the aircraft to violate the lateral profile of the procedure. |
UCA-21: The control action of monitoring the aircraft’s roll, if not performed, causes a hazard when the aircraft gets close to another aircraft. |
UCA-22: Control action of observing the excess of bank after the aircraft has violated the lateral profile of the procedure causes hazard when aircraft gets close to another aircraft. |
Not applicable |
Monitor aircraft pitch |
UCA-23: Failure to observe excess pitch angle, allowing the aircraft to violate the vertical profile of the procedure creates a hazard. |
UCA-24: The control action of monitoring the pitch angle, if not performed, causes a hazard when the aircraft does not maintain the vertical profile of the procedure. |
UCA-25: The action of observing excessive pitch after the aircraft has violated the vertical profile of the procedure causes a hazard when the aircraft gets close to another aircraft. |
Not applicable |
ABAS (Aircraft-Based Augmentation System) |
Check for possible degradation of the GNSS signal |
UCA-26: Ignoring the GNSS signal degradation alert causes a hazard by losing GPS position accuracy. |
UCA-27: The control action of checking for degradation of the GNSS signal if not performed causes hazard when the aircraft performs the missed approach procedure. |
UCA-28: The action of interrupting the procedure only after entering a conflict zone with other aircraft, even having already received the degradation alert of the GNSS signal, generates the hazard of proximity between the aircraft. |
UCA-29: Interrupting the procedure after receiving the GNSS signal degradation alert, but returning to the profile while the precision conditions are not reestablished causes a hazard of losing the accurate GNSS indication. |