2A553B Vol. 5 Pretest

The tail rotor of a helicopter is designed specifically to counteract the tendency of the aircraft to spin about the vertical axis. This is known as the helicopter's yawing motion. The tail rotor produces a sideways force that counteracts the torque generated by the main rotor, allowing the helicopter to maintain its heading and prevent unwanted spinning. The other options, such as the rudder and ailerons, are control surfaces used in fixed-wing aircraft and do not directly counteract the spinning motion of a helicopter.

The mix box is responsible for converting the input signal from the aileron cable system to a proportional output signal to the flight spoilers. It is a crucial component that helps to control and coordinate the movement of the spoilers based on the pilot's input through the aileron system. The mix box ensures that the spoilers move in proportion to the aileron input, allowing for precise control and stabilization of the aircraft during flight.

Raising the collective of a helicopter increases the pitch angle of the rotor blades. This increased pitch angle creates more lift by increasing the angle of attack of the blades, allowing the helicopter to generate more upward force and lift. Consequently, raising the collective increases the overall lift produced by the main rotor of the helicopter.

If a failure should occur in the output channel A, the C-5 stability augmentation system switches to channel B and remains engaged. This means that if there is a problem with channel A, the system automatically switches to channel B to ensure the stability augmentation system continues to function. It does not disengage the system but rather remains engaged to provide the necessary stability.

The cyclic and collective flight controls use the swash plate to change the pitch of the rotor blades. The swash plate is a mechanism that allows the pilot to tilt the rotor blades asymmetrically (cyclic control) or collectively (collective control) to control the pitch and lift of the helicopter. By manipulating the swash plate, the pilot can change the angle of attack of the rotor blades, thereby changing the pitch and controlling the helicopter's movement in different directions.

The correct answer is telescoping ballscrew actuators. These actuators are responsible for extending and retracting each C-5 slat surface. They use a combination of telescoping mechanisms and ballscrew technology to achieve this movement. The ballscrew actuators provide precise control and reliable operation for the slat surfaces.

The correct answer is the first option, which states that 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). This means that the manifold has components that allow for the control and regulation of hydraulic pressure, as well as the measurement of linear variable differential. The other options do not include all of these necessary components.

The correct answer is gear train. In the C-5 horizontal stabilizer pitch trim system, the hydraulic motor torque is transferred to the nut and screw drives through a gear train. A gear train is a system of gears that transmit power and motion from one component to another. In this case, the gear train helps to transfer the torque from the hydraulic motor to the nut and screw drives, allowing for the adjustment of the horizontal stabilizer pitch trim.

The correct answer is Spring. In the C-5 roll control system, the spring provides positive system centering with no force applied to the control wheel. This means that the spring helps to keep the control wheel in a neutral or centered position, without any external force being applied. The spring acts as a mechanical component that ensures the control wheel returns to its neutral position when not being actively manipulated by the pilot.

The correct answer is fail-operational and fail-safe. This means that all three augmentation systems on the C-5 are designed to continue operating even in the event of a failure, ensuring the safety and reliability of the aircraft.

In the C-17A electronic flight control system, the rudder trim actuator is responsible for moving the rudder in response to rudder trim commands. Additionally, it also moves the rudder pedals. This means that when the pilot adjusts the rudder trim, not only does the rudder move, but the position of the rudder pedals also changes. The rudder pedals are an important control surface that allow the pilot to control the yawing motion of the aircraft, so it makes sense that they would be affected by rudder trim commands.

Simultaneous operation of the rudder trim control switches is required to provide power and ground to the trim actuator. This means that both switches need to be activated at the same time in order to supply the necessary electrical power and ground connection to the trim actuator. This ensures that the trim actuator receives the correct signals to adjust the rudder trim properly.

The very-high frequency control panel is not a C-5 lateral augmentation system interface. The other options, such as the inertial navigation system, master caution, and autopilot, are all components that can be part of a C-5 lateral augmentation system interface. However, the very-high frequency control panel is not directly related to the lateral augmentation system interface.

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 continuously monitoring the system during flight and will take action to prevent a hardover, which is a sudden and uncontrollable movement of the flight controls. The continuous built-in test is an important safety feature that helps to ensure the proper functioning of the flight control system and prevent potential accidents or malfunctions.

The flap position indicator on the C-5 is a dial-type instrument that shows flap position in percentage from 0 to 100.

When the electric trim switches for the C-5 horizontal stabilizer are actuated together, electrical continuity is provided by power and ground. This means that both the power source and the ground connection are necessary for the electric trim switches to function properly. The power source supplies the necessary electrical energy, while the ground connection completes the circuit and allows the current to flow. Without both power and ground, the switches would not be able to provide the electrical continuity needed for their operation.

The output of the angular accelerometer in the flight control set processor on the KC-135 is used to dampen Dutch roll oscillations. Dutch roll is an undesirable yawing and rolling oscillation that can occur in aircraft, particularly those with swept wings. Damping these oscillations helps to stabilize the aircraft and improve its handling characteristics.

The cyclic control is used to maneuver the helicopter left or right, and forward or aft, while hovering. It is a control stick located between the pilot's legs and is used to tilt the rotor disc in the desired direction. By tilting the cyclic, the pilot can change the pitch of the rotor blades at different points in their rotation, allowing for control of the helicopter's movement in all directions while hovering. The yoke is typically used in fixed-wing aircraft, the collective controls the overall pitch of the rotor blades, and the foot pedals control the tail rotor for yaw control.

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

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 movement of the aircraft. The other options, such as the pitch wheel, air control unit sensor, and angular accelerometer, are not mentioned in relation to the roll command module, indicating that they are not directly involved in controlling the roll of the aircraft.

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.

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 the pilot and co-pilot have the ability to control the horizontal stabilizers simultaneously and in the same manner.

The correct answer is 57 degrees, 57'. This means that the maximum output of the B-1B speedbrake/spoiler roll trim actuator is limited to 57 degrees, 57 minutes.

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 is an oscillatory motion that can occur in aircraft, characterized by a combination of yawing and rolling movements. The yaw augmentation system helps to dampen this motion, reducing its effects and improving the stability and control of the aircraft. Therefore, the correct answer is dutch roll damping.

The correct answer is "the GLIDE SLOPE beam is captured." This means that the GLIDE SLOPE ARM annunciator will remain illuminated until the aircraft has successfully captured the GLIDE SLOPE beam. Once the beam is captured, the annunciator will go out. This is an important indication for the pilots to know that the aircraft is properly aligned with the glide slope and can continue the approach safely.

A change in pressure input on the air control unit sensor pressure data converter of the KC-135 aircraft is reflected as a change in frequency on the output. This means that the frequency of the output signal will vary depending on the pressure input.

The system control unit is responsible for telling the system interface unit what mode has been selected in the H-60 altitude hold/hover stabilization system. It acts as the central control unit for the system, receiving input from various components and providing the necessary commands to maintain the desired altitude or hover. The weight-on-wheels component detects whether the helicopter is on the ground or in the air, the forward relay unit controls the forward flight of the helicopter, and the digital remote unit allows for remote control of the system. However, none of these components specifically determine the selected mode.

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 is relatively quick, taking only around 1 to 1 1/2 minutes. This suggests that the process of setting up and aligning the gyro is efficient and does not require a significant amount of time.

The correct answer is yaw axis is engaged. The rudder power on the KC-135 flight control set needs to be on before the yaw axis is engaged. The yaw axis controls the left and right movement of the aircraft's nose, which is primarily controlled by the rudder. Therefore, it is important to have the rudder power on before engaging the yaw axis to ensure proper control and maneuverability of the aircraft.

The pilot assist cable servo is a component of the C-5 elevator control system that helps the pilot overcome cable system friction. It is designed to reduce the effort required by the pilot to control the elevator by compensating for any friction in the cable system. This servo system assists in providing smooth and responsive control of the elevator, making it easier for the pilot to maneuver the aircraft.

The flight control set servomotors on the KC-135 are connected to the aircraft control cables through the drum and bracket assembly. This assembly allows for the transfer of motion from the servomotors to the control cables, which in turn control the movement of the aircraft's flight control surfaces. The drum and bracket assembly ensures a smooth and efficient transfer of motion, allowing the pilot to manipulate the flight controls effectively.

The flight control set flight controller turn knob on the KC-135 uses a variable resistor as its output device. A variable resistor is a type of electrical component that allows for the adjustment of resistance in a circuit. In this case, the variable resistor is used to control and adjust the flight controls of the aircraft.

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 are well-suited for this application. They provide accurate and reliable feedback on the position of the control surfaces, allowing the flight control system to make precise adjustments as needed. Using LVDTs in the hydraulic actuators ensures that the control surface position is accurately monitored and controlled during flight operations.

The correct answer is "slats in and left/right main gear must be uplocked." This means that both the slats and the left/right main gear must be in the uplocked position in order for the B-1B mechanical yaw limiter system to be placed in the limited mode.

The correct answer is Spring. In the wing spoiler cable system of the C-5 aircraft, the spring serves as a safety device that closes the affected spoiler panels when a cable or pushrod is disconnected. The spring provides tension and ensures that the spoiler panels are in the correct position for optimal aerodynamic performance and safety.

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 surface attached to 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, reducing the need for constant manual control input from the pilot.

The correct answer is UP, T/O 40, T/O AND APP, and LANDING. This is because the positions on the C-5 flap handle console are described in the order of their location from top to bottom. "UP" indicates that the flaps are fully retracted, "T/O 40" means that the flaps are set to a 40% takeoff position, "T/O AND APP" suggests that the flaps are set for both takeoff and approach, and "LANDING" indicates that the flaps are fully extended for landing.

The correct answer is processor. 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 processor. The processor is responsible for processing and controlling the flight control system, including maintaining the desired mode switches in the ON position. The control panel, flight controller, and status/test panel do not directly supply the voltage for this purpose.

The roll damping gain of the lateral augmentation system on the C-5 during manual flight is 0. This means that the system does not provide any additional damping or stability assistance to the aircraft's roll motion. The pilot has full control over the roll movement without any automated assistance from the lateral augmentation system.

When the KC-135 aircraft is experiencing a vertical velocity of 3,500 feet per minute, the engagement of the ALT HOLD mode of operation is automatically inhibited. This means that the aircraft's autopilot system will not be able to maintain a constant altitude during this particular vertical velocity condition. The ALT HOLD mode is designed to hold the aircraft at a specific altitude, but it is disabled when the vertical velocity reaches 3,500 feet per minute.

The variable feel unit is the component of the C-5 elevator control system that provides the pilot with feel forces as a function of impact pressure. This means that it adjusts the resistance or force feedback that the pilot feels when operating the elevator controls based on the impact pressure experienced by the aircraft. The variable feel unit helps the pilot maintain control and awareness of the aircraft's movements by providing appropriate tactile feedback.

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 follow the guidance and commands provided by the flight director, allowing for a seamless transition and coordination between the two systems. This ensures that the aircraft maintains the desired flight path and adheres to the pilot's instructions as indicated by the flight director.

The correct answer is brake. On the B-1B, the brake component of the yaw limiter actuator motor B restricts the movement of the motor during excessive aircraft vibrations. This brake helps to stabilize the motor and prevent any unwanted movement that could be caused by vibrations.

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 cross-channel monitoring system will detect the failure and prevent the control system from causing an uncommanded and potentially dangerous movement of one of the aircraft's control axes. This ensures the safety and stability of the aircraft during flight.

The correct answer is "through two bellcranks and push-pull rods." The explanation for this answer is that the B-1B mechanical yaw control system connects the two sets of rudder control pedals using two bellcranks and push-pull rods. This setup allows for synchronized movement of the rudder control pedals, ensuring coordinated yaw control during flight.

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 altitude and hover position by utilizing the data from these sensors.

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. This means that the relay being activated or deactivated controls the direction of the motor. The position of the travel limit switches, whether the brake is engaged or disengaged, and the signal from the proximity switch assemblies do not play a role in determining the direction of the motor.

The lateral augmentation system on the C-5 provides roll damping and dutch roll damping, which help stabilize the aircraft during roll and yaw motions. Additionally, the system also provides spiral divergence control, which helps prevent the aircraft from entering a dangerous spiral dive. This control is crucial for maintaining the stability and safety of the aircraft during flight. Wing camber control, vertical lift distribution, and roll coriolis compensation are not directly related to the lateral augmentation system's functions.

The correct answer is Slats. Slats are a type of high-lift device on the B-1B aircraft that are used to increase lift during takeoff and landing. The surface position/command indicator is a display that provides information about the position of various control surfaces on the aircraft. In this case, the slats indication on the surface position/command indicator uses a single window for display of position information. This means that the position of the slats can be easily monitored by the pilot using this indicator.

The KC-135 flight control set maintains a set Mach number by varying the pitch of the aircraft. Mach number is a measure of the speed of an aircraft in relation to the speed of sound. By adjusting the pitch, the aircraft can control its angle of attack and the amount of lift generated. This allows the aircraft to maintain a specific Mach number, which is crucial for efficient and safe flight. The position of the throttles controls the engine power, the fuel flow to the engines affects the overall thrust, and the position of the flaps primarily affects the lift and drag of the aircraft, but none of these directly control the Mach number.