2A553B Cumulative CDC Pretest

The correct answer is N1 (low-speed) and N2 (high-speed). The vertical scale tachometer indicating system is used to monitor the speed of the two engine compressors, N1 and N2. N1 represents the low-speed compressor, while N2 represents the high-speed compressor. Therefore, the vertical scale tachometer indicating system monitors the speed of N1 (low-speed) and N2 (high-speed) compressors.

The flight control set servomotors on the KC-135 are connected to the aircraft control cables via the drum and bracket assembly. This assembly is responsible for transmitting the movement of the servomotors to the control cables, allowing the pilots to control the aircraft's flight surfaces. The drum and bracket assembly ensures smooth and precise movement of the control cables, enabling effective control of the aircraft during flight.

The output of the angular accelerometer in the flight control set processor on the KC-135 is used for damping Dutch roll oscillations. Dutch roll is an oscillatory motion of an aircraft where it rolls and yaws simultaneously. Damping refers to reducing or controlling these oscillations, and the angular accelerometer provides the necessary data to the flight control set processor to make the necessary adjustments for damping Dutch roll.

The given options are all related to C-5 lateral augmentation system interfaces. The very-high frequency control panel is not a part of this system. The other options, such as the inertial navigation system, master caution, and autopilot, are all components that are typically found in a C-5 lateral augmentation system interface. Therefore, the correct answer is the very-high frequency control panel.

The correct answer is 50; 40. This means that the maximum torque of the pilot assist cable servo provides approximately 50% assistance to the pitch axis and 40% assistance to the roll axis on the C-5 aircraft.

The spring provides positive system centering with no force applied to the control wheel on the C-5 roll control system. This means that when the control wheel is released, the spring automatically returns it to the neutral position, ensuring that the aircraft remains level and stable. The spring acts as a mechanical mechanism to maintain the control wheel in a centered position, allowing for smooth and controlled movements of the aircraft during flight.

The correct answer is ALERT. During flight, the INS control display unit light illuminates approximately two minutes before reaching a waypoint. This alert notifies the pilot that they are approaching a specific point in their flight plan. The other options, BAT, PWR, and WARN, do not specifically indicate the proximity to a waypoint.

The DC fuel quantity indicating system uses a compensation capacitor to correct for variations in fuel density. Fuel density refers to the mass of fuel per unit volume, and it can vary depending on factors such as temperature and type of fuel. By using a compensation capacitor, the system can accurately measure the actual fuel quantity regardless of changes in fuel density, ensuring accurate fuel level indications.

MIL-STD-1553B is the correct answer because it is a widely used controlling protocol for high-speed message transfer in optical data buses. MIL-STD-1553B is a military standard that defines the electrical and protocol characteristics for a data bus used in aircrafts. It provides a standardized method for communication between different avionic subsystems, ensuring reliable and efficient message transfer. The other options, MIL-STD-3910B, optic transceiver, and star coupler, are not specifically related to controlling protocols for high-speed message transfer in optical data buses.

The correct answer is the Global positioning system. This integrated flight management system subsystem uses multiple satellites to calculate the aircraft's present longitude and latitude. The GPS provides accurate and real-time positioning information, allowing the aircraft to navigate and track its location during the flight. This technology has become a standard in aviation for its reliability and precision in determining the aircraft's coordinates.

The standard datum plane is a theoretical plane where the atmospheric pressure is 29.92" Hg and the temperature is +15 degrees C. This is considered the standard because it represents the average atmospheric conditions at sea level. The specific values of 29.92" Hg and +15 degrees C have been chosen as reference points for various calculations and measurements in aviation and meteorology.

The correct answer is "instrument error." This refers to a mechanical error within the A/S (airspeed) indicator. An instrument error occurs when there is a fault or malfunction in the instrument itself, leading to inaccurate readings or measurements. In this case, the A/S indicator is experiencing a mechanical error, which means that it is not functioning properly and may display incorrect airspeed information.

The flight control set processor roll command module on the KC-135 provides outputs to roll the aircraft in response to inputs from the turn knob. This suggests that the turn knob is used to control the roll of the aircraft, indicating that it is the correct answer.

The correct answer is percentage; 0 - 100. This means that the flap position indicator on the C-5 aircraft is a dial-type instrument that shows the position of the flaps in terms of a percentage, ranging from 0% (fully retracted) to 100% (fully extended). This allows the pilot to easily monitor and adjust the position of the flaps during flight.

A fully charged battery unit can sustain INS operation for a maximum of 30 minutes. This means that once the battery is fully charged, it can power the INS system for a continuous period of 30 minutes before it needs to be recharged.

The cold junction compensator in the vertical scale exhaust gas temperature indicating system is used to compensate for changes in ambient temperature. This is necessary because the accuracy of the temperature measurement can be affected by variations in the surrounding temperature. The compensator ensures that the temperature readings remain accurate by adjusting for any changes in the ambient temperature.

The vertical scale fuel flow indicator measures the rate at which fuel is being consumed by an aircraft. Each numbered increment on the scale is read as pounds per hour multiplied by 1000. This means that the scale is designed to display fuel flow rates in thousands of pounds per hour, allowing for more precise measurement and monitoring of fuel consumption.

After adjusting the torquemeter indicator, you must return the switch on the back of the indicator to the "R" position.

A backup bus controller on the Military Standard 1553B data bus is not required for normal operation, but is required on modern data buses. This means that while it is not necessary for the bus to function normally, it is necessary for newer data buses. This suggests that modern data buses have implemented a backup bus controller as a precautionary measure to ensure reliability and redundancy in case of primary controller failure.

Each type of word used on the Military Standard 1553B data bus is 20 bits long. It consists of a 3-bit sync character, 16 information bits, and one parity bit. This format allows for the transmission of data with a high level of accuracy and reliability on the data bus.

The correct answer is "status word in response to a command from the bus controller." In a Military Standard 1553B data bus, the condition of a Remote Terminal (RT) is transmitted as a status word in response to a command from the bus controller. This status word provides information about the RT's current state or status, allowing the bus controller to monitor and control the RT's operations effectively.

The correct answer is "Normal (declutter off) levels of symbol presentation." This means that the HUD displays symbols at their normal level without any decluttering. Decluttering is a process of removing unnecessary or less important symbols from the display to reduce clutter and improve readability. The other options mention different levels of symbol presentation, such as with decluttering on or enroute, but the correct answer specifically refers to the normal level without any decluttering.

The correct answer is OFF, NIGHT, AUTO, and DAY. This is because HUD (Head-Up Display) systems typically have these four master control switch positions. The OFF position turns off the HUD system completely. The NIGHT position adjusts the brightness and contrast of the display for better visibility in low light conditions. The AUTO position allows the system to automatically adjust the brightness based on ambient lighting conditions. The DAY position provides the standard brightness setting for normal daylight conditions.

According to the principles applicable to the A/S indicator, as altitude increases, the maximum allowable A/S decreases. This means that as an aircraft gains altitude, the maximum speed at which it can fly safely decreases. This is because as altitude increases, the air density decreases, resulting in less lift being generated by the wings. Therefore, the aircraft needs to decrease its speed to maintain the same level of lift and avoid stalling.

The system control unit is responsible for communicating with the system interface unit and informing it about the selected mode in the H-60 altitude hold/hover stabilization system. It acts as the intermediary between the pilot's inputs and the system interface unit, ensuring that the correct mode is implemented based on the pilot's selection. The other options, weight-on-wheels, digital remote unit, and forward relay unit, are not directly involved in this communication process and do not provide information about the selected mode.

The rudder power on the KC-135 flight control set must be on before the yaw axis is engaged. The yaw axis controls the movement of the aircraft around its vertical axis, which is controlled by the rudder. Therefore, the rudder power needs to be on in order for the yaw axis to be engaged and for the aircraft to be able to turn or change direction.

Near the equator, the lines of magnetic force are parallel to the Earth's surface. This is because the Earth's magnetic field is primarily generated in the core, and near the equator, the magnetic field lines emerge from the Earth's surface at a nearly horizontal angle. This alignment is due to the combination of the Earth's rotation and the convection currents in the liquid outer core that generate the magnetic field. The Coriolis effect, on the other hand, causes the deflection of moving objects on the Earth's surface, but it does not directly affect the orientation of the magnetic field lines.

The attitude heading reference system (AHRS) DG pitch gimbal is aligned with and continuously follows the VG pitch gimbal. AHRS is a system used in aircraft to provide information about the aircraft's attitude and heading. The pitch gimbal is responsible for measuring and indicating the pitch movement of the aircraft. Therefore, it makes sense for the DG pitch gimbal to align and follow the VG pitch gimbal, as they both provide information about the pitch of the aircraft.

The heading marker on the flight director system's horizontal situation indicator displays the manually selected heading. This means that the pilot can input a specific heading into the system, and the flight director will provide guidance to maintain that heading. It is important for the pilot to ensure that the selected heading aligns with their intended flight path and any air traffic control instructions.

The N1 and N2 RPM tapes indicate the percentage of RPM (revolutions per minute) of an engine. The question asks for the maximum percentage that can be indicated by these tapes. The correct answer is 110, indicating that the tapes can show up to 110% of the engine's RPM.

The tape capacity of the digital flight data recorder system is 25 hours. This means that the system can record and store flight data for a continuous period of 25 hours. This is important for aviation safety as it allows for a comprehensive record of flight information, including altitude, speed, and other critical parameters, to be captured and analyzed in the event of an accident or incident. Having a large tape capacity ensures that a significant amount of flight data can be preserved, aiding in the investigation and understanding of any potential issues or contributing factors.

An active on-board collision system has several advantages, including the ability to work anywhere in the world, having an on-board system that queries local transponders for replies, and creating images of the local traffic for display on multifunction displays. However, it does not rely on local radar to generate transponder replies. This means that the system does not depend on the radar system of the aircraft or any other local radar system to receive replies from transponders. Instead, it has its own on-board system that actively queries and receives responses from transponders in the vicinity.

The correct answer is trim tab. The trim tab adapter of the E-4 automatic flight control system moves the trim tab to provide automatic pitch trim for the C-130. The trim tab is a small, movable surface on the trailing edge of the elevator. By adjusting the position of the trim tab, the system can help maintain the desired pitch attitude of the aircraft without requiring constant input from the pilot.

On the KC-135, a vertical velocity of 3,500 feet per minute automatically inhibits engagement of the ALT HOLD flight control set mode of operation. This means that when the aircraft is ascending or descending at a rate of 3,500 feet per minute, the ALT HOLD mode cannot be engaged. ALT HOLD mode is used to maintain a constant altitude, so it would not be appropriate to engage it when the aircraft is rapidly climbing or descending.

The correct answer is 1 - 1 1/2 minutes. This means that the erection time of the gyro in the flight control set on the KC-135 aircraft is relatively quick, taking between 1 and 1 1/2 minutes. This suggests that the process of setting up the gyro is efficient and does not require a significant amount of time.

On the KC-135, a change in pressure input of the air control unit sensor pressure data converter is represented on the output as a change in frequency. This means that as the pressure input changes, the frequency of the output signal also changes. The frequency is directly proportional to the pressure input, indicating a relationship between the two variables.

In the B-1B mechanical pitch control subsystem, the normal mechanical control of the horizontal stabilizers is achieved symmetrically by both the pilot and co-pilot control sticks. This means that both pilots have equal control over the movement of the horizontal stabilizers, allowing for coordinated and balanced control of the aircraft's pitch.

The maximum output of the B-1B speedbrake/spoiler roll trim actuator is limited to 57 degrees, 57 minutes.

The mode that overrides the navigation lateral and glideslope beam sensors in the FD/RGA system is APPR MAN. This mode allows the pilot to manually control the approach and landing of the aircraft, disregarding the signals from the navigation sensors. By selecting APPR MAN, the pilot takes full control of the aircraft's lateral and glideslope guidance, allowing for manual adjustments and inputs during the approach phase.

The correct answer is 2-pole permanent magnet rotor and a 3-phase stator. This is because a tachometer generator is a device used to measure the rotational speed of a machine. In this case, it is used to measure revolutions per minute (RPM). A 2-pole permanent magnet rotor means that there are two magnetic poles on the rotor, while a 3-phase stator means that there are three sets of windings on the stator. This configuration allows for accurate measurement of RPM using the interaction between the magnetic field of the rotor and the windings of the stator.

To calibrate the torquemeter indicating system, it is necessary to obtain air temperature and barometric pressure. These two factors are important because they can affect the accuracy of the torquemeter readings. Air temperature can cause expansion or contraction of the torquemeter components, while barometric pressure can affect the pressure measurements within the system. By obtaining the correct values for air temperature and barometric pressure, the torquemeter indicating system can be calibrated accurately, ensuring reliable and precise torque measurements.

The two mechanical adjustments on the resistance liquid quantity indicating system are centering and range. Centering allows for the adjustment of the pointer to align with the zero mark on the indicator scale, ensuring accurate readings. Range adjustment allows for the calibration of the indicator to accurately measure the full range of liquid quantity, ensuring precise readings at different levels.

During a dive, the aircraft is descending rapidly, causing an increase in airspeed. As the airspeed increases, the static pressure inside the diaphragm of the vertical velocity indicator becomes greater than the outside static pressure. This is because the dynamic pressure, which is a combination of static and kinetic pressure, increases during a dive due to the increased airspeed. Therefore, the correct answer is dive.

The correct answer is "the GLIDE SLOPE beam is captured." The GLIDE SLOPE ARM annunciator remains illuminated until the aircraft captures the GLIDE SLOPE beam. This means that the aircraft has intercepted the correct glide path for landing. Once the beam is captured, the annunciator will go out, indicating that the aircraft is properly aligned with the glide slope.

Cross-channel monitoring in the flight control set processor of the flight control set (FCS) on the KC-135 is designed to prevent a single processor failure from causing an axis hardover. This means that if one processor fails, the system will detect the failure and prevent it from causing an abrupt and uncontrollable movement of one of the aircraft's control axes. This is important for maintaining the stability and control of the aircraft during flight.

The direction in which the motor is driven to position the yaw trim bellcrank on the B-1B is determined by which power control assembly relay is energized or deenergized.

The cyclic control is used to maneuver the helicopter left or right, and forward or aft, while hovering. The cyclic control is a stick located between the pilot's legs and it allows the pilot to change the pitch of the rotor blades at different points in their rotation. By tilting the cyclic in the desired direction, the pilot can control the helicopter's movement in that direction.

The correct answer is RGA. RGA stands for Roll Guidance and Autopilot, which is a subsystem in the aircraft's autopilot system. It is responsible for monitoring and controlling the roll and pitch of the aircraft. In this scenario, the indicator lights on the RGA subsystem will be activated when there is a differential error of 3 degrees pitch between the two RGA computers for more than two seconds. This warning is important as it indicates a potential problem with the autopilot system and allows the pilots to take appropriate action to ensure the safety of the aircraft.

The correct answer is rotor. The oil pressure indicator measures the pressure of oil in an engine. The rotor is the only moving part in the indicator that helps to convert the pressure into a readable value. The rotor spins as the oil pressure changes, which in turn moves the indicator needle to display the pressure reading. The other options mentioned, such as the calibrated hairspring, limit gear, and Bourdon tube, are not directly involved in the movement of the indicator needle.

To locate a CMC autoflow chart in the system integration manual, you would use the CMC-to-Autoflow Cross-Reference List. This list provides a reference to the specific page or entry point where the autoflow chart can be found. It serves as a guide to easily navigate through the manual and locate the desired information. The other options, such as the table of contents, CMC integration list, and CMC, PAGE, and ENTRY POINT index, may provide general information or indexing, but they do not specifically point to the autoflow chart.

The correct answer is data card and data receptacle. The data loader system requires a data card, which is used to store and transfer data, and a data receptacle, which is the interface that allows the data card to be connected to the system. The data cable and data recorder options are incorrect because they do not accurately represent the components required for the data loader system.

The correct answer is static pressure. In an A/S (airspeed) indicator, the sensing elements are surrounded by static pressure. Static pressure is the atmospheric pressure exerted on the aircraft when it is at rest or moving at a constant altitude. It is used to measure the airspeed of the aircraft and provide accurate readings on the A/S indicator. Pitot pressure, on the other hand, is the pressure exerted by the forward motion of the aircraft and is used in combination with static pressure to calculate the total pressure. Engine pressure and methyl chloride gas are not related to the sensing elements in the A/S indicator.

When the autopilot (A/P) of the electronic flight control system on a C-17A aircraft is engaged after the flight director (F/D) is already engaged, the A/P engages into the same mode as the F/D. This means that the autopilot will operate in the same mode as the flight director, following the commands and guidance provided by the flight director system. This ensures that the autopilot and flight director are working together in harmony to control the aircraft's flight path and maintain stability and safety.

The correct answer is FCS VG. On the KC-135, the flight control set (FCS) gyro 1 signals are sourced from the automatic flight control system vertical gyro (VG). This means that the FCS gyro 1 signals are generated by the VG in the FCS, and not from the INS, flight director, or pilot's attitude director indicator.

The lateral augmentation system on the C-5 provides roll damping, dutch roll damping, and spiral divergence control. Spiral divergence control refers to the system's ability to counteract the tendency of an aircraft to enter into a spiral dive when one wing generates more lift than the other. This control helps maintain stability and prevents the aircraft from entering into an uncontrollable spiral motion.

The correct answer is UP, T/O 40, T/O AND APP, and LANDING. This is the correct answer because it accurately identifies the four positions called out on the C-5 flap handle console. The positions are UP, which indicates that the flaps are fully retracted; T/O 40, which means the flaps are set for takeoff at 40 degrees; T/O AND APP, which indicates that the flaps are set for both takeoff and approach; and LANDING, which means the flaps are fully extended for landing.

The attitude heading reference system uses one vertical and one directional gyro. The vertical gyro, also known as the pitch gyro, measures the aircraft's pitch attitude, while the directional gyro, also known as the heading gyro, measures the aircraft's heading. Together, these gyros provide crucial information about the aircraft's orientation and movement in terms of pitch and heading.

The control display unit serves as the communication link between the pilot and the INU digital computer. It allows the pilot to input commands and receive information from the INU. The mode selector unit is responsible for selecting different modes of operation for the INS, while the copilot's control unit is used by the copilot to control the INS. The navigation selector panel is used for selecting different navigation modes. However, none of these units specifically serve as the communication link between the pilot and the INU digital computer. Therefore, the correct answer is the control display unit.

The light that indicates an operator error or out-of-tolerance condition in the INS computer is the WARN light. This light serves as a warning signal to notify the operator that there is an issue or error with the INS computer, prompting them to take appropriate action to resolve the problem.

The N1 maximum pointer on the sensor-driven N1 RPM indicator represents the maximum achieved RPM during an overspeed condition. This pointer will indicate the highest RPM value reached by the engine during an overspeed event, providing crucial information for monitoring and troubleshooting the engine's performance. The other options, such as the N1 pointer, drum counter, and N1 maximum limit index, do not specifically indicate the maximum achieved RPM during an overspeed condition.

The DC fuel quantity indicating system does not need coaxial cables between the probes and indicator because the DC current sensor cannot sense stray capacitance.

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The control display unit (CDU) provides the primary processing and interface functions for the flight management system. It allows the pilot to input and modify flight plans, monitor navigation information, and communicate with other aircraft systems. The CDU acts as a central hub for managing and controlling the flight management system, making it the correct answer for this question.

The correct answer is Pitot. The Pitot pressure is the pressure that enters the A/S (airspeed) diaphragm of the A/S indicator. The Pitot pressure is measured using a Pitot tube, which is mounted on the aircraft's nose and is used to measure the dynamic pressure of the air flowing around the aircraft. This dynamic pressure is then used to calculate the airspeed of the aircraft.

The correct answer is 50 - 600 knots. The range of the indicated A/S tape on the Mach-A/S indicator is from 50 to 600 knots. This means that the indicator can display airspeeds ranging from a minimum of 50 knots to a maximum of 600 knots.

The correct answer is Acquisition. The digital flight data recorder system unit samples aircraft system data and converts it into digital form through the process of acquisition. This allows for the data to be recorded and analyzed for various purposes such as flight safety monitoring and maintenance analysis.

In order to activate the shaker during the stall prevention system control panel test, the angle-of-attack (AOA) vane needs to be manually moved. This suggests that the shaker is triggered by the movement of the AOA vane, indicating that the correct answer is the AOA vane.

When the aircraft experiences a fore-aft acceleration of 0.055-g or a turn rate of 8 degrees per minute, the AHRS will cut off slaving to magnetic heading. This means that the AHRS will no longer use the magnetic heading information to determine the aircraft's orientation and position. This cutoff is likely implemented to prevent inaccuracies in the AHRS measurements during high acceleration or rapid turning maneuvers, which can affect the reliability and accuracy of the system.

As the dielectric constant of the fuel increases, the capacitance of the fuel quantity probe also increases. This is because the dielectric constant is a measure of the ability of a material to store electrical energy in an electric field, and a higher dielectric constant means that the fuel can store more electrical energy. As capacitance increases, the capacitive reactance decreases, since capacitive reactance is inversely proportional to capacitance. Additionally, as the capacitive reactance decreases, the current flowing through the probe increases, as per Ohm's Law (I = V/Xc). Therefore, the correct answer is that capacitance increases, capacitive reactance decreases, and current increases.

When both intermediate devices experience a signal conditioning processor test failure, the mode that is entered is called "Throughput". This means that the devices will bypass any signal conditioning and processing, allowing the signal to pass through without any modifications or enhancements. In this mode, the devices will simply focus on transmitting the signal from one end to the other, without any additional processing or conditioning.

In avionics bus systems, the bus monitor element of the Military Standard 1553B data bus is not usually used. The bus monitor is responsible for passively monitoring the bus traffic and does not actively participate in the data exchange. Avionics bus systems typically consist of remote terminals, bus controllers, and stub couplers, which are actively involved in transmitting and receiving data on the bus. However, the bus monitor is not commonly utilized in avionics bus systems, making it the correct answer.

After the receiving RT on a Military Standard 1553B data bus has received and validated the data words from the transmitting RT during an RT-to-RT transfer, it responds with a status word indicating a successful transfer. This status word serves as a confirmation that the data transfer was completed successfully and without any errors.

The correct answer is 30 degrees horizontal and 24 degrees vertical. This means that the HUDs (Heads-Up Displays) are designed to provide a wide field of view, allowing the user to see a larger area horizontally (30 degrees) and vertically (24 degrees). This wide field of view is important for displaying information and graphics in the user's line of sight without obstructing their view of the outside world.

The correct answer is Command Mach and command IAS. This means that the Mach-A/S indicators for both the command Mach and command IAS are manually inserted. This implies that the pilot needs to manually input the desired Mach number and indicated airspeed for the aircraft to maintain.

In the C-17A electronic flight control system, control surface position feedback is provided by linear variable displacement transducers (LVDT) in the hydraulic actuators. LVDTs are commonly used to measure linear displacement and provide accurate position feedback. They are suitable for use in hydraulic actuators as they can withstand the high pressures and harsh conditions typically found in these systems. RVDTs, on the other hand, are rotary displacement transducers and would not be suitable for providing control surface position feedback in this context. The integrated flight control module may have other functions, but it is not specifically mentioned as the source of control surface position feedback.

The TCAS (Traffic Alert and Collision Avoidance System) provides various functions to enhance the safety of aircraft. It issues specific aural warnings to the aircrew, providing them with immediate alerts about potential traffic conflicts. It also provides the initial alert from the TCAS processor, notifying the pilot of nearby aircraft. Additionally, it attracts attention to the traffic display on the multifunction display, ensuring that the pilot is aware of the surrounding traffic. However, it does not provide recommendations to the pilot for aircraft maneuvers. This function is not part of the TCAS traffic advisory.

The correct answer is "equal." The stall prevention computer produces a shaker signal if the aircraft angle-of-attack (AOA) and the permissible AOA are equal. This means that when the actual angle-of-attack of the aircraft reaches the maximum allowable angle-of-attack, the stall prevention computer activates the shaker signal to warn the pilot of an impending stall. If the AOA and permissible AOA are not equal, the shaker signal will not be activated.

The VERIFY button on the status/test panel of the KC-135 allows the operator to bypass recording a failure. This suggests that when a failure occurs, the operator can use the VERIFY button to skip the recording process and move on to the next step or action. The other options, such as the up arrow, left arrow, and right arrow, do not have this specific function of bypassing the recording of a failure.

During the STANDBY mode of operation of the B-1B pitch control subsystem, the pitch trim actuator receives the pitch trim-up command from the trim switch on the flight control auxiliary panel. This means that when the aircraft is in standby mode, the pitch trim actuator, which is responsible for adjusting the pitch of the aircraft, receives the command to trim up from the trim switch located on the flight control auxiliary panel. This switch allows the pilot or operator to make small adjustments to the pitch trim while the aircraft is in standby mode.

The correct answer is tension regulator bungees. In the B-1B mechanical pitch control system, the pitch cable may lengthen due to thermal changes. This could affect the tension in the cable and potentially impact the control of the aircraft's pitch. To compensate for this, tension regulator bungees are used. These bungees help to maintain the proper tension in the pitch cable, ensuring that the aircraft's pitch control remains effective and responsive even with thermal changes.

The inertial navigation system is a self-contained system that provides accurate position, velocity, and attitude information. However, it needs to be updated periodically to maintain its accuracy. This update can be done through various methods. One way is by using TACAN, which stands for Tactical Air Navigation system, to receive updates from ground-based navigation aids. Another method is using SKE, which stands for Selective Availability Anti-Spoofing Module, to receive encrypted GPS signals for updating the system. Lastly, the system can also be manually updated by inputting the current position, velocity, and attitude information.

The ATT switch position on the INS mode selector unit is used to select only attitude signals. This means that when the switch is in this position, the INS (Inertial Navigation System) will only receive and use signals related to the aircraft's attitude, such as pitch, roll, and yaw. It will not receive or use signals related to heading or present position.

The correct answer is CMPTR. The flight director system's attitude director indicator warning flag indicates faulty command bar information when the computer (CMPTR) is not functioning properly. This means that the command bar, which provides guidance to the pilot, may not be accurate or reliable. It is crucial to address this issue to ensure the safety and accuracy of the flight.

The torquemeter indicator displays torque value in inch-pounds from -4,000 to 28,000. This means that the indicator is capable of measuring torque in the unit of inch-pounds, which is a common unit for measuring torque. The range of -4,000 to 28,000 indicates that the indicator can measure torque values ranging from -4,000 inch-pounds to 28,000 inch-pounds, covering a wide range of torque values.

The DC fuel quantity indicating system is less susceptible to inaccuracies caused by fuel contamination because of more space between the tubes. This means that there is a greater distance between the tubes, which reduces the chances of fuel contamination affecting the accuracy of the system. With more space between the tubes, there is less likelihood of fuel particles or contaminants interfering with the probe excitation and measurement, resulting in a more reliable fuel quantity indication.

The correct answer is "NORM, and SET." The fuel center of gravity management system's panel allows the selection of three operational modes. The "NORM" mode is likely the normal mode of operation, while the "SET" mode might allow the manual adjustment or setting of the fuel center of gravity. This suggests that the system can automatically manage the fuel center of gravity in the normal mode, but also provides the option for manual adjustment if desired.

To view data on the alphanumeric display of the CITS computer display panel, the DIS mode switch must be in the "CMPTR" position. This suggests that the alphanumeric display is directly connected to the computer, and selecting the "CMPTR" position allows the computer to send data to the display for viewing. The other options (STIM, START, and KYBD) do not seem to be related to displaying data on the alphanumeric display.

The video symbology display system is designed to show multiple types of information, including axis velocities and various cautions. This means that the system can provide visual representations of the velocities along different axes, such as x, y, and z, as well as display warnings or cautions related to the navigation data. The other options, target availability and target acquisition, are not mentioned in the given statement and therefore cannot be considered as part of the correct answer.

Each total air temperature probe contains two variable resistance-type sensing elements. These sensing elements are used to measure the temperature of the air. The variable resistance allows for accurate temperature readings as the resistance changes with temperature. By having two sensing elements, the probe can provide redundancy and ensure accurate measurements even if one of the elements fails or malfunctions.

When the failure annunciator on the front of the standard central air data computer is reset, it shows solid black. This means that there are no failures or malfunctions detected in the system. The solid black color indicates that everything is functioning properly and there are no issues that need to be addressed.

Mode 1, Excessive Sink Rate is always active when the aircraft is between 50 and 2,450 feet, regardless of aircraft configuration. This mode is designed to alert the pilot if the aircraft is descending at a rate that is considered too fast and could potentially result in a collision with the ground. It is an important safety feature that helps prevent accidents by providing timely warnings to the pilot, allowing them to take corrective action and avoid a dangerous situation.

In the context of the traffic alert and collision avoidance system, symbols change to represent increasing levels of urgency or threat through shape and color. This means that as the urgency or threat level increases, the symbols not only change their shape but also their color. The combination of these two factors provides a clear visual indication of the severity of the situation, allowing the user to respond accordingly.

The correct answer is Altitude. The traffic alert and collision avoidance system relies on various types of intruder data to issue resolution advisories. Altitude is one of the crucial parameters that the system uses to determine the potential for a collision. Without altitude data, the system cannot accurately assess the vertical separation between aircraft and therefore cannot provide appropriate resolution advisories.

The pilot assist cable servo is the component of the C-5 elevator control system that assists the pilot in overcoming cable system friction. This servo helps to reduce the resistance caused by friction in the cable system, making it easier for the pilot to control the elevator. The bob weight is not directly related to overcoming cable system friction, and the centering spring helps to maintain the elevator in a neutral position rather than assisting with friction.