2A553B Cumulative CDC Pretest

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  • 1/270 Questions

    (839) Which component of the H-60 altitude hold/hover stabilization system tells the system interface unit what mode has been selected?

    • System control unit.
    • Weight-on-wheels.
    • Digital remote unit.
    • Forward relay unit.
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Cumulative Pretest containing information from Volumes 1-5 of 2A553B CDCs.

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  • 2. 

    (838) On the H-60 altitude hold/hover stabilization system, what mode uses all three axes' accelerometers and the copilot's vertical gyro for reference?

    • HOV/RA.

    • RAD/ALT.

    • HOV.

    • BAR/ALT.

    Correct Answer
    A. HOV.
    Explanation
    The correct answer is HOV. On the H-60 altitude hold/hover stabilization system, the HOV mode uses all three axes' accelerometers and the copilot's vertical gyro for reference. This mode helps in maintaining a stable hover altitude by utilizing these sensors to make necessary adjustments and corrections.

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  • 3. 

    (837) Which control panel on the H-60 altitude hold/hover stabilization (AHHS) system contains an altitude select knob?

    • Hover engage panel.

    • Auto flight control panel.

    • AHHS mode select panel.

    • AHHS system control unit.

    Correct Answer
    A. AHHS system control unit.
    Explanation
    The correct answer is AHHS system control unit. The AHHS system control unit is the control panel on the H-60 altitude hold/hover stabilization (AHHS) system that contains an altitude select knob. This panel allows the pilot to manually select and adjust the desired altitude for the aircraft to maintain during hover or level flight. The other options, such as the hover engage panel, auto flight control panel, and AHHS mode select panel, do not have the altitude select knob and do not provide the same functionality as the AHHS system control unit.

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  • 4. 

    (836) 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...

    • Automatically disengaged the F/D mode.

    • Causes the F/D to switch to the A/P mode.

    • Engages into the same mode as the F/D.

    • Engages into the mode the pilot has selected.

    Correct Answer
    A. Engages into the same mode as the F/D.
    Explanation
    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.

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  • 5. 

    (836) To reduce structural loads on the C-17A vertical stabilizer, the flight control computers of the electronic flight control system limit rudder deflection as a function of...

    • Airspeed and altitude.

    • Static pressure.

    • Airspeed.

    • Altitude.

    Correct Answer
    A. Airspeed.
    Explanation
    The flight control computers of the electronic flight control system limit rudder deflection as a function of airspeed. This is done to reduce structural loads on the C-17A vertical stabilizer. By limiting the rudder deflection based on airspeed, the system ensures that the forces exerted on the vertical stabilizer do not exceed its structural limits, thus enhancing the safety and longevity of the aircraft.

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  • 6. 

    (835) In the C-17A electronic flight control system, the primary pitch input originates in the...

    • Control stick sensor assembly.

    • Flight control computer.

    • Pitch stick position sensor.

    • Pitch autopilot actuator.

    Correct Answer
    A. Pitch stick position sensor.
    Explanation
    The correct answer is the pitch stick position sensor. In the C-17A electronic flight control system, the primary pitch input originates from the pitch stick position sensor. This sensor detects the position of the pitch stick, which is controlled by the pilot, and sends this information to the flight control computer. The flight control computer then processes this input to determine the appropriate control surface movements to achieve the desired pitch control of the aircraft.

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  • 7. 

    (834) In the C-17A electronic flight control system, control surface position feedback is provided by dual...

    • Rotary variable displacement transducers (RVDT) in the hydraulic actuators.

    • Linear variable displacement transducers (LVDT) in the hydraulic actuators.

    • RVDTs in the integrated flight control module.

    • LVDTs in the integrated flight control module.

    Correct Answer
    A. Linear variable displacement transducers (LVDT) in the hydraulic actuators.
    Explanation
    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.

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  • 8. 

    (834) In response to rudder trim commands, the rudder trim acutator of the C-17A electronic flight control system moves the rudder, as well as the...

    • Ailerons.

    • Ailerons and spoilers.

    • Rudder pedals.

    • Force transducer.

    Correct Answer
    A. Rudder pedals.
    Explanation
    The rudder trim actuator of the C-17A electronic flight control system moves the rudder pedals in response to rudder trim commands. This means that when the pilot adjusts the rudder trim, it will cause the rudder pedals to move, adjusting the position of the rudder. The other options, such as ailerons, spoilers, and force transducer, are not directly related to the movement of the rudder in response to rudder trim commands.

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  • 9. 

    (834) In the C-17A aircraft's electronic flight control system, the flight control computers directly control the ailerons,...

    • Spoilers, elevators, and rudders.

    • Spoilers, elevators, rudders, and horizontal stabilizer.

    • Elevators, rudders, and horizontal stabilizer.

    • Flaps, slats, spoilers, elevators, and rudders.

    Correct Answer
    A. Flaps, slats, spoilers, elevators, and rudders.
  • 10. 

    (833) In the rudder control loop of the E-4 automatic flight control system, the heading reference of the C-130 aircraft is locked by...

    • Shorting the output of the turn motor amplifier.

    • Shorting the output of the heading synchro.

    • Driving the rudder synchro to follow the output of the heading synchro.

    • Aligning the rudder synchro with the heading synchro.

    Correct Answer
    A. Shorting the output of the turn motor amplifier.
  • 11. 

    (832) To provide automatic pitch trim for the C-130, the trim tab adapter of the E-4 automatic flight control system moves the...

    • Aileron.

    • Trim tab.

    • Elevator.

    • Stabilizer.

    Correct Answer
    A. Trim tab.
    Explanation
    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.

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  • 12. 

    (831) If the C-130 aircraft is not wings-level during operation of the E-4 automatic flight control system, the aircraft can be returned to wings-level by using the...

    • TURN knob.

    • AIL trim knob.

    • PITCH knob.

    • Control wheel.

    Correct Answer
    A. AIL trim knob.
    Explanation
    The AIL trim knob is used to adjust the aileron trim, which helps to maintain wings-level flight. If the C-130 aircraft is not wings-level during operation of the E-4 automatic flight control system, adjusting the aileron trim using the AIL trim knob can help return the aircraft to a wings-level position.

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  • 13. 

    (830) On the C-130, the trim indicators on the pedestal controller of the E-4 automatic flight control system represent the output of each...

    • Servomotor.

    • Servoamplifier.

    • Repeatback synchro.

    • Servo control generator.

    Correct Answer
    A. Servo control generator.
    Explanation
    The trim indicators on the pedestal controller of the E-4 automatic flight control system represent the output of each servo control generator. The servo control generator is responsible for generating the control signals that adjust the position of the servomotors, which in turn control the aircraft's flight surfaces. The trim indicators display the current position of the servomotors, allowing the pilot to make adjustments as needed. The other options, such as servoamplifier and repeatback synchro, are not directly related to the trim indicators' function.

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  • 14. 

    (830) On the C-130, the gyro erection system in the E-4 automatic flight control system roll and pitch control...

    • Is cut out during commanded turns.

    • Operates at a slow rate during initial warm-up.

    • Operates at a fast rate after initial warm-up.

    • Erects the gyro during all phases of flight.

    Correct Answer
    A. Is cut out during commanded turns.
    Explanation
    The correct answer is "is cut out during commanded turns." This means that during commanded turns, the gyro erection system in the E-4 automatic flight control system roll and pitch control is deactivated or turned off. This could be because the gyro erection system may not be necessary or may interfere with the aircraft's maneuverability during turns.

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  • 15. 

    (830) On the C-130, the altitude control on the E-4 automatic flight control system maintains a fixed altitude by controlling the...

    • Ailerons.

    • Elevators.

    • Trim tabs.

    • Stabilizer.

    Correct Answer
    A. Trim tabs.
    Explanation
    The correct answer is trim tabs. On the C-130, the altitude control on the E-4 automatic flight control system maintains a fixed altitude by controlling the trim tabs. Trim tabs are small surfaces attached to the trailing edge of the control surfaces, such as the ailerons, elevators, or stabilizer. By adjusting the position of the trim tabs, the pilot can balance the aircraft and maintain a desired altitude. In this case, the altitude control is achieved by controlling the trim tabs.

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  • 16. 

    (829) On the KC-135 flight control set, the GLIDE SLOPE ARM annunciator remains illuminated until...

    • The GLIDE SLOPE CAP annunciator goes out.

    • ALT HOLD or MACH HOLD are engaged.

    • The GLIDE SLOPE beam is captured.

    • The localizer beam is captured.

    Correct Answer
    A. The GLIDE SLOPE beam is captured.
    Explanation
    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.

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  • 17. 

    (829) The KC-135 flight control set maintains a set Mach number by varying...

    • The position of the throttles.

    • Fuel flow to the engines.

    • The position of the flaps.

    • The pitch of the aircraft.

    Correct Answer
    A. The pitch of the aircraft.
    Explanation
    The KC-135 flight control set maintains a set Mach number by varying the pitch of the aircraft. This means that the angle at which the aircraft is flying is adjusted to control the speed and maintain a specific Mach number. By changing the pitch, the aircraft can increase or decrease its lift, which affects its speed. This allows the KC-135 to maintain a constant Mach number during flight.

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  • 18. 

    (829) On the KC-135, a vertical velocity of 3,500 feet per minute automatically inhibits engagement of what flight control set mode of operation?

    • LOCALIZER.

    • ALT HOLD.

    • MACH HOLD.

    • GLIDE SLOPE.

    Correct Answer
    A. ALT HOLD.
    Explanation
    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.

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  • 19. 

    (828) On the KC-135, placing the turn knob out of detent causes the NAV/LOC switch on the flight control set tactical air navigation to disengage during the...

    • ARM and CAPTURE submodes.

    • CAPTURE and TRACK submodes.

    • ARM and OVERSTATION submodes.

    • TRACK and OVERSTATION submodes.

    Correct Answer
    A. CAPTURE and TRACK submodes.
    Explanation
    When the turn knob on the KC-135 is placed out of detent, it causes the NAV/LOC switch on the flight control set tactical air navigation to disengage. This disengagement occurs specifically during the CAPTURE and TRACK submodes.

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  • 20. 

    (828) On the KC-135, the flight control set processor roll command module provides outputs to roll the aircraft in response to inputs from the...

    • Turn knob.

    • Pitch wheel.

    • Air control unit sensor.

    • Angular accelerometer.

    Correct Answer
    A. Turn knob.
    Explanation
    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.

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  • 21. 

    (827) On the KC-135, the erection time of the gyro in the flight control set is...

    • 1 - 1 1/2 minutes.

    • 2 - 3 minutes.

    • 5 - 10 minutes.

    • More than 10 minutes.

    Correct Answer
    A. 1 - 1 1/2 minutes.
    Explanation
    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.

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  • 22. 

    (827) On the KC-135, a change on the pressure input of the air control unit sensor pressure data converter is represented on the output as a change in...

    • Parity.

    • Amplitude.

    • Frequency.

    • Polarity.

    Correct Answer
    A. Frequency.
    Explanation
    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.

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  • 23. 

    (826) On the KC-135, the flight control set servomotors are connected to the aircraft control cables via the...

    • Trim actuator.

    • Jackscrew assembly.

    • Surface control assembly.

    • Drum and bracket assembly.

    Correct Answer
    A. Drum and bracket assembly.
    Explanation
    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.

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  • 24. 

    (825) On the KC-135, what type of output device is used by the flight control set flight controller turn knob?

    • Synchro.

    • Variable resistor.

    • Solenoid switch.

    • Control transformer.

    Correct Answer
    A. Variable resistor.
    Explanation
    The flight control set flight controller turn knob on the KC-135 uses a variable resistor as the output device. A variable resistor, also known as a potentiometer, is a three-terminal resistor with a sliding or rotating contact that forms an adjustable voltage divider. In this case, the turn knob allows the pilot to control the resistance, thereby adjusting the output signal and ultimately controlling the flight controls of the aircraft.

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  • 25. 

    (825) On the KC-135, which flight control set mode disengages if the turn knob is turned out of detent after engagement?

    • HDG SEL.

    • ALT HOLD.

    • ROLL AXIS.

    • MACH HOLD.

    Correct Answer
    A. HDG SEL.
    Explanation
    When the turn knob on the KC-135 is engaged in the HDG SEL (Heading Select) mode and then turned out of detent, the flight control set mode disengages. This means that the aircraft will no longer maintain the selected heading automatically.

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  • 26. 

    (825) On the KC-135, the voltage required to hold the flight control set control panel mode switches in the ON position is supplied by the flight control set...

    • Status/test panel.

    • Flight controller.

    • Control panel.

    • Processor.

    Correct Answer
    A. Processor.
    Explanation
    The flight control set control panel mode switches on the KC-135 require voltage to be held in the ON position. This voltage is supplied by the flight control set processor, which is responsible for processing and controlling the flight control system. Therefore, the correct answer is processor.

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  • 27. 

    (824) On the KC-135, which status/test panel button allows the operator to bypass recording a failure?

    • VERIFY.

    • Up arrow.

    • Left arrow.

    • Right arrow.

    Correct Answer
    A. VERIFY.
    Explanation
    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.

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  • 28. 

    (824) On the KC-135, which button on the status/test panel allows the operator to record an indicated failure in memory?

    • VERIFY.

    • Up arrow.

    • Left arrow.

    • Right arrow.

    Correct Answer
    A. Right arrow.
    Explanation
    The right arrow button on the status/test panel of the KC-135 allows the operator to record an indicated failure in memory.

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  • 29. 

    (824) On the KC-135, the primary function of the status/test panel is to test the flight control set at what level?

    • Field.

    • Depot.

    • Intermediate.

    • Organizational.

    Correct Answer
    A. Organizational.
    Explanation
    The status/test panel on the KC-135 is primarily used to test the flight control set at the organizational level. This means that it is designed to be used by maintenance personnel at the organizational level to diagnose and troubleshoot any issues with the flight control system. The panel allows them to perform various tests and checks to ensure that the flight control system is functioning correctly and to identify any potential problems that may require further maintenance or repair.

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  • 30. 

    (823) On the KC-135, the output of the angular accelerometer in the flight control set processor is used for damping what oscillations?

    • Aileron.

    • Elevator.

    • Dutch roll.

    • Trim stabilizer.

    Correct Answer
    A. Dutch roll.
    Explanation
    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.

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  • 31. 

    (823) On the KC-135, which built-in test is designed to detect a fault and shut down the flight control set before a hardover occurs?

    • Maintenance.

    • Preflight.

    • Continuous.

    • Postflight.

    Correct Answer
    A. Continuous.
    Explanation
    Continuous built-in test is designed to detect a fault and shut down the flight control set before a hardover occurs on the KC-135. This means that the test is constantly monitoring the system during flight to ensure that any faults or issues are detected and addressed before they can cause a hardover, which is an uncommanded and potentially dangerous movement of the flight control surfaces. The continuous built-in test helps to maintain the safety and reliability of the aircraft's flight control system.

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  • 32. 

    (823) On the KC-135, the flight control set modes available when the pitch axis is engaged include ALT HOLD, MACH HOLD, and...

    • NAV/LOC.

    • GLIDE SLOPE.

    • HDG SEL.

    • LOC.

    Correct Answer
    A. GLIDE SLOPE.
    Explanation
    The correct answer is GLIDE SLOPE. On the KC-135, when the pitch axis is engaged, the flight control set modes available include ALT HOLD, MACH HOLD, and GLIDE SLOPE. This means that the aircraft is capable of maintaining a specific altitude, a specific Mach number, and also following the glide slope during an approach for landing. The other options, NAV/LOC and HDG SEL, are not mentioned as available modes when the pitch axis is engaged.

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  • 33. 

    (823) On the KC-135, inputs provided by the inertial navigation system to the flight control set include pitch attitude, roll attitude, and...

    • Altitude.

    • Heading.

    • Roll steering.

    • Airspeed.

    Correct Answer
    A. Roll steering.
    Explanation
    On the KC-135, the inertial navigation system provides inputs to the flight control set including pitch attitude, roll attitude, and roll steering. Roll steering refers to the control of the aircraft's roll movement, allowing it to maintain a desired roll attitude or make coordinated turns. Altitude, heading, and airspeed are not mentioned as inputs provided by the inertial navigation system in this context.

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  • 34. 

    (823) On the KC-135, cross-channel monitoring in the flight control set processor of the flight control set (FCS) prevents a single processor failure from causing...

    • An axis disengagement.

    • An axis hardover.

    • An FCS shutdown.

    • A shaker signal.

    Correct Answer
    A. An axis hardover.
    Explanation
    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.

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  • 35. 

    (822) On the KC-135, the sources of the flight control set (FCS) gyro 1 signals are the INS and...

    • FCS VG.

    • Flight director.

    • Pilot's attitude director indicator.

    • Automatic flight control system vertical gyro (VG).

    Correct Answer
    A. FCS VG.
    Explanation
    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.

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  • 36. 

    (822) Automatic disengagement of all three axes of the KC-135 flight control set occurs if an error is detected in the...

    • Lateral servo loop.

    • Pitch servo loop.

    • Yaw servo loop.

    • Roll servo loop.

    Correct Answer
    A. Yaw servo loop.
    Explanation
    If an error is detected in the yaw servo loop of the KC-135 flight control set, the automatic disengagement of all three axes occurs. This means that the lateral, pitch, and roll servo loops will be disengaged as a safety measure. The yaw servo loop is responsible for controlling the aircraft's movement around the vertical axis, so if there is an error in this loop, it is crucial to disengage all control axes to prevent any potential loss of control or instability in the aircraft's flight.

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  • 37. 

    (822) The rudder power on the KC-135 flight control set must be on before the...

    • Roll axis is engaged.

    • Yaw axis is engaged.

    • Pitch axis is engaged.

    • Lateral axis is engaged.

    Correct Answer
    A. Yaw axis is engaged.
    Explanation
    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.

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  • 38. 

    (822) On the KC-135, the turn knob on the flight control set must be in detent before the...

    • Roll axis is engaged.

    • Yaw axis is engaged.

    • Pitch axis is engaged.

    • Lateral axis is engaged.

    Correct Answer
    A. Roll axis is engaged.
    Explanation
    On the KC-135, the turn knob on the flight control set must be in detent before the roll axis is engaged. This means that the knob needs to be in a specific position before the roll axis, which controls the rotation of the aircraft around its longitudinal axis, can be activated. The detent position ensures that the roll axis is properly aligned and ready for operation.

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  • 39. 

    (821) To initiate self-test of the C-5 pitch augmentation system, the four inboard elevator hydraulic power switches on the pilot's overhead panel must be...

    • In the NORM position.

    • In the OFF position.

    • In the ON position.

    • Reset to TEST.

    Correct Answer
    A. In the OFF position.
    Explanation
    To initiate the self-test of the C-5 pitch augmentation system, the four inboard elevator hydraulic power switches on the pilot's overhead panel must be in the OFF position. This means that the switches should be turned off in order to activate the self-test.

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  • 40. 

    (820) Which is not a C-5 lateral augmentation system interface?

    • Very-high frequency control panel.

    • Inertial navigation system.

    • Master caution.

    • Autopilot.

    Correct Answer
    A. Very-high frequency control panel.
    Explanation
    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.

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  • 41. 

    (820) During manual flight, the roll damping gain of the lateral augmentation system on the C-5 is...

    • 3.

    • 2.

    • 1.

    • 0.

    Correct Answer
    A. 0.
    Explanation
    The correct answer is 0 because during manual flight, the roll damping gain of the lateral augmentation system on the C-5 is set to 0. This means that the system does not provide any assistance or input to stabilize the aircraft's roll motion. The pilot has full control over the roll movements without any augmentation from the system.

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  • 42. 

    (820) The lateral augmentation system on the C-5 provides roll damping, dutch roll damping, and...

    • Wing camber control.

    • Spiral divergence control.

    • Roll coriolis compensation.

    • Vertical lift distribution.

    Correct Answer
    A. Spiral divergence control.
    Explanation
    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.

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  • 43. 

    (819) The maximum rudder displacement the C-5 yaw augmentation system can command from reference is...

    • +/- 20 degrees.

    • +/- 15 degrees.

    • +/- 12 degrees.

    • +/- 10 degrees.

    Correct Answer
    A. +/- 20 degrees.
    Explanation
    The maximum rudder displacement that the C-5 yaw augmentation system can command from reference is +/- 20 degrees. This means that the system is capable of moving the rudder up to 20 degrees in either direction from its reference position. This wide range of movement allows for effective control and stabilization of the aircraft's yaw, which is the side-to-side motion of the aircraft's nose.

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  • 44. 

    (819) What type filter is used in the yaw augmentation system to block any rate gyro signals developed as a result of the normal bending of the C-5 aircraft body from occuring during flight?

    • High-pass.

    • Low-pass.

    • Greenfield.

    • Body-bend.

    Correct Answer
    A. Body-bend.
    Explanation
    The correct answer is "Body-bend." In the yaw augmentation system of the C-5 aircraft, a filter is used to block any rate gyro signals that may be developed due to the normal bending of the aircraft body during flight. This filter is specifically designed to address the issue of body bending and prevent it from interfering with the yaw augmentation system.

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  • 45. 

    (819) The hydraulic manifold on the C-5 yaw augmentation system is equipped with...

    • A solenoid-operated shutoff valve (SOV), hydraulic pressure switch (HPS), electrohydraulic valve (EHV), and linear variable differential transformer (LVDT).

    • An SOV, automatic throttle system, EHV, and LVDT.

    • A pressure data converter, HPS, EHV, and LVDT.

    • An SOV, HPS, EHV, and pilot assist cable servo.

    Correct Answer
    A. A solenoid-operated shutoff valve (SOV), hydraulic pressure switch (HPS), electrohydraulic valve (EHV), and linear variable differential transformer (LVDT).
    Explanation
    The correct answer is a solenoid-operated shutoff valve (SOV), hydraulic pressure switch (HPS), electrohydraulic valve (EHV), and linear variable differential transformer (LVDT). This explanation lists the components that are equipped on the hydraulic manifold of the C-5 yaw augmentation system. It includes a solenoid-operated shutoff valve (SOV) which controls the flow of hydraulic fluid, a hydraulic pressure switch (HPS) which monitors the pressure in the system, an electrohydraulic valve (EHV) which controls the flow of hydraulic fluid based on electrical signals, and a linear variable differential transformer (LVDT) which measures the position of a component.

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  • 46. 

    (819) The C-5 yaw augmentation (Y/A) system provides yaw damping, turn coordination, Y/A manual rudder trim, and...

    • Divergence control.

    • Dutch roll damping.

    • Altitude hold.

    • Attitude hold.

    Correct Answer
    A. Dutch roll damping.
    Explanation
    The C-5 yaw augmentation (Y/A) system provides various functions including yaw damping, turn coordination, Y/A manual rudder trim, and dutch roll damping. Dutch roll damping refers to the system's ability to reduce the oscillatory motion known as dutch roll, which is a combination of yawing and rolling movements in an aircraft. This damping action helps to stabilize the aircraft and improve its overall flight characteristics.

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  • 47. 

    (818) If a failure should occur in the output channel A, the C-5 stability augmentation system...

    • Switches to channel B and disengages the system.

    • Remains in channel A and disengages the system.

    • Remains in channel A with reduced accuracy.

    • Switches to channel B and remains engaged.

    Correct Answer
    A. Switches to channel B and remains engaged.
    Explanation
    If a failure occurs in the output channel A, the C-5 stability augmentation system switches to channel B and remains engaged. This means that even though there is a failure in channel A, the system is able to switch to an alternative channel (B) and continue functioning without disengaging.

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  • 48. 

    (818) All three augmentation systems on the C-5 are...

    • Single channel failure protected.

    • Fail-safe only.

    • Fail-operational only.

    • Fail-operational and fail-safe.

    Correct Answer
    A. Fail-operational and fail-safe.
    Explanation
    The augmentation systems on the C-5 are both fail-operational and fail-safe. This means that in the event of a single channel failure, the systems will continue to operate without any loss of function (fail-operational) and also maintain a level of safety (fail-safe). This ensures that the aircraft remains operational and safe even in the event of a failure in one of the augmentation systems.

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  • 49. 

    (817) On the B-1B, what signals are summed by the electrical multiplexing system to illuminate the trim-for-takeoff (TTO) annunciator?

    • TTO command and pitch trim TTO position.

    • Roll, yaw, normal.

    • TTO position signals and TTO command.

    • Pitch trim and pitch TTO command signals.

    Correct Answer
    A. Roll, yaw, normal.
    Explanation
    The electrical multiplexing system on the B-1B sums the roll, yaw, and normal signals to illuminate the trim-for-takeoff (TTO) annunciator.

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Quiz Review Timeline (Updated): Mar 19, 2023 +

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  • Current Version
  • Mar 19, 2023
    Quiz Edited by
    ProProfs Editorial Team
  • Jun 22, 2009
    Quiz Created by
    Kotadod

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