2A852 CDC Volume 3
Questions and Answers
- 1.
Which element of the Military Standard 1553B data bus coordinates the flow of information?
- A.
Remote terminal
- B.
Bus controller
- C.
Bus monitor
- D.
Data bus.
Correct Answer
B. Bus controllerExplanation
The bus controller is responsible for coordinating the flow of information in the Military Standard 1553B data bus. It manages the communication between different devices connected to the bus, including remote terminals and bus monitors. The bus controller initiates and controls the data transfers, ensuring that information is transmitted efficiently and effectively within the system.Rate this question:
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- 2.
What happens with the bus controller when it detects a transmission error while communicating with a remote terminal (RT) on the Military Standard 1553B data bus?
- A.
Retransmits the command several times, and then tries the backup data bus.
- B.
Is disabled and the backup controller resumes transmission
- C.
Attempts to retransmit to the RT until contact is made.
- D.
Establishes communications with a different RT.
Correct Answer
A. Retransmits the command several times, and then tries the backup data bus.Explanation
When the bus controller detects a transmission error while communicating with a remote terminal (RT) on the Military Standard 1553B data bus, it will retransmit the command several times in an attempt to establish successful communication. If the retransmission attempts fail, the bus controller will then switch to the backup data bus and try to establish communication through that channel. This process allows for multiple attempts at successful transmission and ensures that communication is maintained with the remote terminal.Rate this question:
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- 3.
Which element of the Military Standard 1553B data bus is capable of being used as a backup bus controller?
- A.
Remote terminal.
- B.
Bus controller.
- C.
Stub coupler
- D.
Bus monitor.
Correct Answer
A. Remote terminal.Explanation
A remote terminal in the Military Standard 1553B data bus system is capable of being used as a backup bus controller. This means that if the primary bus controller fails, the remote terminal can take over the control of the data bus and continue its operations. The remote terminal acts as a secondary controller, ensuring the continuity of communication and data transfer within the system.Rate this question:
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- 4.
Each type of word used on the Military Standard 1553B data bus is
- A.
20 bits long with a 3-bit sync character, 16 information bits, and one parity bit.
- B.
16 bits long with a 3-bit sync character, 12 information bits, and one parity bit
- C.
10 bits long with a 2-bit sync character, 16 information bits, and one parity bit.
- D.
8 bits long with a 2-bit sync character, 12 information bits, and one parity bit.
Correct Answer
A. 20 bits long with a 3-bit sync character, 16 information bits, and one parity bit.Explanation
The correct answer is 20 bits long with a 3-bit sync character, 16 information bits, and one parity bit. This means that each word used on the Military Standard 1553B data bus consists of a total of 20 bits. The word starts with a 3-bit sync character, which helps to synchronize the transmission. The sync character is followed by 16 information bits, which carry the actual data. Finally, there is one parity bit, which is used for error detection.Rate this question:
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- 5.
Military Standard 1553B status words are only transmitted by remote terminals in response to a command from the
- A.
Remote terminal.
- B.
Bus controller.
- C.
Bus monitor.
- D.
Fiber optic.
Correct Answer
B. Bus controller.Explanation
In the context of Military Standard 1553B, status words are transmitted by remote terminals in response to a command from the bus controller. The bus controller is responsible for initiating and coordinating the communication between the various remote terminals in the system. Therefore, it makes sense that the status words would be transmitted by the remote terminals in response to commands from the bus controller.Rate this question:
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- 6.
Which type word on the Military Standard 1553B data bus contains the actual information being transferred between remote terminals and the bus controller?
- A.
Command.
- B.
Status.
- C.
Mode
- D.
Data.
Correct Answer
D. Data.Explanation
The word on the Military Standard 1553B data bus that contains the actual information being transferred between remote terminals and the bus controller is the "Data" word. This word carries the specific data that is being exchanged between the different components of the system. The other options, such as Command, Status, and Mode, may be used for control or signaling purposes, but the Data word is the one that carries the actual information being transferred.Rate this question:
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- 7.
A local area network (LAN) system’s Ethernet station sends data at a rate of
- A.
1 megabit per second (Mbps).
- B.
10 Mbps.
- C.
15 Mbps
- D.
25 Mbps.
Correct Answer
B. 10 Mbps.Explanation
The correct answer is 10 Mbps because Ethernet is a common technology used in local area networks (LANs) and it typically operates at speeds of 10 Mbps. This means that the Ethernet station in the LAN system is capable of sending data at a rate of 10 megabits per second.Rate this question:
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- 8.
What is the round trip time limited to, through the local area network (LAN), in an Ethernet system, based on its collision detect?
- A.
50 nanoseconds
- B.
50 microseconds
- C.
100 nanoseconds
- D.
100 microseconds.
Correct Answer
B. 50 microsecondsExplanation
In an Ethernet system based on collision detect, the round trip time (RTT) through the local area network (LAN) is limited to 50 microseconds. This means that it takes a maximum of 50 microseconds for a signal to travel from the source to the destination and back again in the LAN. This limit is set to ensure efficient communication and avoid excessive delays caused by collisions.Rate this question:
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- 9.
Data that must be sent between two processors in the Ethernet local area network (LAN) must flow through the
- A.
Bus monitor
- B.
Data transfer unit.
- C.
Digital switching module.
- D.
Integrated processing center.
Correct Answer
C. Digital switching module.Explanation
In an Ethernet LAN, the data that needs to be sent between two processors flows through the digital switching module. This module is responsible for routing the data packets between different devices in the network. It acts as a central hub, directing the data to the appropriate destination. The bus monitor is not involved in the data transfer process, as its main function is to monitor and analyze the bus signals. The data transfer unit and integrated processing center are not relevant to the data transmission in an Ethernet LAN.Rate this question:
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- 10.
What components control the electronic attitude director indicator (EADI) and electronic horizontal situation indicator (EHSI) formats?
- A.
Multifunctional display control panels
- B.
Heads-up display control panels.
- C.
Fuel management systems.
- D.
Mission computers.
Correct Answer
A. Multifunctional display control panelsExplanation
Multifunctional display control panels are responsible for controlling the electronic attitude director indicator (EADI) and electronic horizontal situation indicator (EHSI) formats. These control panels allow pilots to manipulate and customize the information displayed on the EADI and EHSI screens, such as selecting different flight modes, adjusting the display format, or accessing various navigation and system functions. By using the multifunctional display control panels, pilots can effectively manage and interpret critical flight information, enhancing situational awareness and flight safety.Rate this question:
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- 11.
The multifunctional displays (MFD) are interconnected to each other through the
- A.
Military Standard (MIL-STD)–1553A
- B.
MIL-STD–1553B.
- C.
Ethernet local area network (LAN).
- D.
Electronic horizontal situation indicator (EHSI).
Correct Answer
C. Ethernet local area network (LAN).Explanation
The correct answer is Ethernet local area network (LAN). This is because the question is asking about the interconnection of multifunctional displays (MFD), and Ethernet LAN is a commonly used network technology for connecting devices in a local area network. MIL-STD-1553A and MIL-STD-1553B are communication standards used in military avionics systems, but they are not specifically mentioned in relation to the MFD interconnection. The Electronic Horizontal Situation Indicator (EHSI) is a display instrument used in aviation, but it is not mentioned as a means of interconnecting the MFDs. Therefore, the most suitable option is Ethernet LAN.Rate this question:
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- 12.
Which multifunctional display (MFD) overlay uses flight management system (FMS) data and barometric or radio altitude inputs to determine position?
- A.
Weather radar (WXR).
- B.
Traffic alert collision avoidance system (TCAS).
- C.
Map arc.
- D.
Ground proximity warning system (GPWS).
Correct Answer
D. Ground proximity warning system (GPWS).Explanation
The Ground Proximity Warning System (GPWS) uses flight management system (FMS) data and barometric or radio altitude inputs to determine the position of the aircraft. It is designed to alert pilots if the aircraft is in danger of colliding with the ground or other obstacles. The GPWS continuously monitors the aircraft's altitude and compares it to a database of terrain and obstacle data to provide timely warnings and prevent accidents.Rate this question:
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- 13.
What component of the flight display system (FDS) allows you to select the navigational source?
- A.
Multifunctional display (MFD).
- B.
MFD control panel
- C.
Electronic attitude director indicator (EADI).
- D.
Electronic horizontal situation indicator (EHSI).
Correct Answer
B. MFD control panelExplanation
The MFD control panel is the component of the flight display system (FDS) that allows you to select the navigational source. This panel provides the necessary controls and options for the pilot to choose the desired navigational information to be displayed on the multifunctional display (MFD). By using the MFD control panel, the pilot can easily switch between different navigational sources, such as GPS, VOR, or ILS, depending on the requirements of the flight.Rate this question:
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- 14.
Which of the following does the mission computer (MC) not provide to the heads-up display (HUD)?
- A.
Radar altitude
- B.
Auto-throttle speed.
- C.
Display mode commands
- D.
Flight director commands.
Correct Answer
B. Auto-throttle speed.Explanation
The mission computer (MC) provides various information to the heads-up display (HUD) such as radar altitude, display mode commands, and flight director commands. However, it does not provide auto-throttle speed. Auto-throttle speed is typically controlled by a separate system or device and is not directly linked to the MC.Rate this question:
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- 15.
The head-up displays (HUD) are focused to infinity and permit a wide field of view that is
- A.
25 degrees (°) horizontal and 18° vertical
- B.
25° horizontal and 24° vertical.
- C.
30° horizontal and 24° vertical.
- D.
30° horizontal and 30° vertical.
Correct Answer
C. 30° horizontal and 24° vertical.Explanation
The correct answer is 30° horizontal and 24° vertical. This means that the head-up displays (HUD) have a wider field of view horizontally compared to vertically. This allows the HUD to display a larger amount of information to the user, enhancing their situational awareness. The wider horizontal field of view is particularly important for displaying information related to navigation and the surrounding environment, while the slightly narrower vertical field of view is still sufficient for displaying important flight parameters and alerts.Rate this question:
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- 16.
The selected mode and symbology requirements are passed to the heads-up displays (HUD) from the mission computers by way of the
- A.
Ethernet local area network (LAN).
- B.
1553B data bus.
- C.
1553A data bus.
- D.
ARINC 429.
Correct Answer
B. 1553B data bus.Explanation
The correct answer is 1553B data bus. The question is asking about the mode and symbology requirements being passed to the heads-up displays (HUD) from the mission computers. The 1553B data bus is a standard for digital communication between military avionics systems, including HUDs. It is commonly used in aerospace applications to transmit and receive data between various avionics systems. Therefore, it is the most likely choice for transmitting the mode and symbology requirements to the HUDs.Rate this question:
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- 17.
Which heads-up display (HUD) control mode has a considerably reduced brightness range?
- A.
OFF.
- B.
DAY.
- C.
AUTO.
- D.
NIGHT.
Correct Answer
D. NIGHT.Explanation
The HUD control mode that has a considerably reduced brightness range is NIGHT. This mode is specifically designed for nighttime driving, where the brightness of the HUD display is reduced to prevent glare and ensure better visibility for the driver. By reducing the brightness range, the NIGHT mode helps to minimize distractions and optimize the HUD's performance in low-light conditions.Rate this question:
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- 18.
Which system provides attitude and heading information to the flight management system (FMS)?
- A.
Inertial navigation system (INS).
- B.
Global positioning system (GPS).
- C.
Traffic collision avoidance system (TCAS).
- D.
Ground proximity warning system (GPWS).
Correct Answer
A. Inertial navigation system (INS).Explanation
The inertial navigation system (INS) provides attitude and heading information to the flight management system (FMS). INS uses accelerometers and gyroscopes to measure the aircraft's acceleration and rotation, allowing it to calculate its position, velocity, and attitude. This information is crucial for the FMS to accurately navigate the aircraft and make flight control decisions. GPS, TCAS, and GPWS are other systems that provide different types of information but do not specifically provide attitude and heading information to the FMS.Rate this question:
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- 19.
The flight management system (FMS) is capable of loading this number of mission plans and waypoints, respectively.
- A.
20 and 500.
- B.
50 and 200.
- C.
200 and 50.
- D.
500 and 20.
Correct Answer
B. 50 and 200.Explanation
The flight management system (FMS) is capable of loading 50 mission plans and 200 waypoints. This means that the FMS can store and manage up to 50 different flight plans and 200 individual waypoints, allowing for flexibility and adaptability in flight routes and navigation.Rate this question:
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- 20.
Which component provides the flight management system’s (FMS) processing and interface functions?
- A.
Flight display system
- B.
Navigation computer.
- C.
Control display unit.
- D.
Data transfer unit.
Correct Answer
C. Control display unit.Explanation
The control display unit (CDU) provides the flight management system's (FMS) processing and interface functions. It is responsible for inputting and displaying flight data, such as waypoints, routes, and performance calculations. The CDU allows pilots to interact with the FMS and make necessary adjustments during flight. The flight display system provides visual information to the pilots, the navigation computer performs calculations and manages navigation data, and the data transfer unit transfers data between various components. However, it is the control display unit that specifically handles the processing and interface functions of the FMS.Rate this question:
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- 21.
Which component provides the primary means of loading the operational flight program (OFP) software and saving the fault history in the aircraft’s flight management system (FMS)?
- A.
Data transfer unit
- B.
Control display unit.
- C.
Navigation computer.
- D.
Flight display system.
Correct Answer
A. Data transfer unitExplanation
The data transfer unit is responsible for loading the operational flight program (OFP) software and saving the fault history in the aircraft's flight management system (FMS). It serves as the primary means of transferring data between the aircraft's systems and external devices. The control display unit, navigation computer, and flight display system do not have the same capabilities as the data transfer unit in terms of loading software and saving fault history.Rate this question:
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- 22.
What type information do fuel management systems, such as the Fuel Savings Advisory System (FSAS), measure?
- A.
Aircraft performance data.
- B.
Tactical air navigation
- C.
Ethernet local area network (LAN) data.
- D.
Ram air pressure
Correct Answer
A. Aircraft performance data.Explanation
Fuel management systems, like the Fuel Savings Advisory System (FSAS), measure aircraft performance data. These systems monitor various parameters such as fuel consumption, engine efficiency, and flight characteristics to optimize fuel usage and improve overall performance. By analyzing this data, the system can provide recommendations and guidance to pilots and operators on how to maximize fuel efficiency and reduce costs.Rate this question:
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- 23.
Which of the following is not a Fuel Management Advisory Computer (FMAC) software functional area?
- A.
Vertical navigation
- B.
Preflight initialization
- C.
Data bus management
- D.
Aircraft performance data.
Correct Answer
C. Data bus managementExplanation
Data bus management is not a functional area of Fuel Management Advisory Computer (FMAC) software. FMAC software is primarily used for managing fuel consumption and optimizing fuel efficiency in aircraft. Vertical navigation, preflight initialization, and aircraft performance data are all areas that FMAC software typically covers. However, data bus management, which involves the management and communication of data between different systems on the aircraft, is not directly related to fuel management and therefore not a functional area of FMAC software.Rate this question:
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- 24.
The fuel savings advisory data is transmitted from the Fuel Management Advisory Computer (FMAC) to the control display unit (CDU) on the
- A.
1553A Fuel Savings Advisory Bus (FSB).
- B.
1553B FSB
- C.
1553A Flight Management Bus (FMB).
- D.
1553B FMB.
Correct Answer
B. 1553B FSBExplanation
The correct answer is 1553B FSB. The fuel savings advisory data is transmitted from the Fuel Management Advisory Computer (FMAC) to the control display unit (CDU) on the 1553B Fuel Savings Advisory Bus (FSB).Rate this question:
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- 25.
The Air Data Computer output data is provided to the Fuel Management Advisory Computer (FMAC) for
- A.
Preflight initialization
- B.
Airspeed calculations.
- C.
Total air temperature.
- D.
Vertical navigation.
Correct Answer
B. Airspeed calculations.Explanation
The Air Data Computer output data is provided to the Fuel Management Advisory Computer (FMAC) for airspeed calculations. This means that the FMAC uses the data from the Air Data Computer to determine the aircraft's airspeed. The airspeed is an important parameter for various functions such as fuel management, flight planning, and performance calculations. By using the Air Data Computer's output data, the FMAC can accurately calculate the airspeed and provide this information to the pilot or other systems as needed.Rate this question:
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- 26.
The Integrated Diagnostic System (IDS) illuminates lights on the instrument panel when a fault is
- A.
Transferred to the maintenance management system.
- B.
Classified as a caution or warning.
- C.
Detected on the ground.
- D.
Not recorded.
Correct Answer
B. Classified as a caution or warning.Explanation
The Integrated Diagnostic System (IDS) is designed to identify and classify faults in the vehicle. When a fault is detected, IDS illuminates lights on the instrument panel to alert the driver. These lights can be classified as either caution or warning, depending on the severity of the fault. Therefore, the correct answer is that the IDS classifies faults as caution or warning.Rate this question:
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- 27.
When is the built-in test (BIT) status of line replaceable units (LRU) monitored by the Integrated Diagnostic System (IDS) determined?
- A.
After mission computer configuration is complete
- B.
After control display unit configuration is complete.
- C.
Before mission computer configuration is complete.
- D.
Before control display unit configuration is complete.
Correct Answer
A. After mission computer configuration is completeExplanation
The built-in test (BIT) status of line replaceable units (LRU) is monitored by the Integrated Diagnostic System (IDS) after mission computer configuration is complete. This means that the IDS will check the BIT status of LRUs once the configuration of the mission computer has been finalized. It is important to monitor the BIT status to ensure that the LRUs are functioning properly and to detect any faults or failures that may occur. Monitoring the BIT status after mission computer configuration allows for a comprehensive evaluation of the LRUs' performance.Rate this question:
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- 28.
Integrated Diagnostic System (IDS) fault codes are recorded on the
- A.
Flight management system control display units.
- B.
Ground proximity warning system.
- C.
Dual slotted data transfer system.
- D.
Status test panel.
Correct Answer
C. Dual slotted data transfer system.Explanation
The correct answer is dual slotted data transfer system. The Integrated Diagnostic System (IDS) fault codes are recorded on the dual slotted data transfer system. This system is responsible for transferring data between different components and systems in the aircraft. It allows for efficient and reliable communication of fault codes and other diagnostic information, making it an ideal choice for recording IDS fault codes. The flight management system control display units, ground proximity warning system, and status test panel are not specifically designed for recording IDS fault codes.Rate this question:
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- 29.
What indicates there is not a fault detected in the flight management system (FMS) initiated built-in test (IBIT) code?
- A.
0
- B.
1
- C.
8
- D.
16
Correct Answer
A. 0Explanation
In the context of the flight management system (FMS) initiated built-in test (IBIT) code, a value of 0 indicates that there is no fault detected. This means that the FMS IBIT code has successfully completed its test without detecting any issues or errors.Rate this question:
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- 30.
This happens to static pressure as you increase in altitude
- A.
Increases
- B.
Decreases.
- C.
Stays the same.
- D.
Increases, and then decreases.
Correct Answer
B. Decreases.Explanation
As you increase in altitude, the air becomes less dense. This means that there are fewer air molecules in a given volume of space. Since pressure is defined as the force exerted by these air molecules on a surface, a decrease in density leads to a decrease in pressure. Therefore, as you increase in altitude, the static pressure decreases.Rate this question:
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- 31.
The standard datum plane is a theoretical plane where the atmospheric pressure is
- A.
29.92″ mercury (Hg) and the temperature is +15 degrees (°) Celsius (C).
- B.
29.92″ Hg and the temperature is +40°-C.
- C.
30.92″ Hg and the temperature is +15°-C.
- D.
30.92″ Hg and the temperature is +40°-C.
Correct Answer
A. 29.92″ mercury (Hg) and the temperature is +15 degrees (°) Celsius (C).Explanation
The standard datum plane is a theoretical plane where the atmospheric pressure is 29.92" mercury (Hg) and the temperature is +15 degrees (°) Celsius (C). This is the correct answer because it accurately describes the conditions of the standard datum plane. The atmospheric pressure of 29.92" Hg is commonly used as the reference pressure for aviation and meteorology, and the temperature of +15°C is often used as the reference temperature for calculations and measurements.Rate this question:
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- 32.
The purpose of the static pressure holes on a pitot-static tube is to allow
- A.
Atmospheric pressure to enter the static chamber.
- B.
Atmospheric pressure to enter the pitot chamber
- C.
Impact pressure to enter the static chamber.
- D.
Impact pressure to enter the pitot chamber.
Correct Answer
A. Atmospheric pressure to enter the static chamber.Explanation
The static pressure holes on a pitot-static tube are designed to allow atmospheric pressure to enter the static chamber. This is important because the static chamber is used to measure the static pressure of the surrounding air, which is necessary for accurate airspeed and altitude measurements. By allowing atmospheric pressure to enter the static chamber, the pitot-static tube can accurately measure the pressure difference between the pitot chamber (which measures impact pressure) and the static chamber, providing valuable information for aircraft instrumentation.Rate this question:
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- 33.
The pressure of the alternate static source in the unpressurized part of an aircraft is lower than the
- A.
Pitot pressure
- B.
Impact pressure.
- C.
Airflow pressure.
- D.
Atmospheric pressure.
Correct Answer
D. Atmospheric pressure.Explanation
The pressure of the alternate static source in the unpressurized part of an aircraft is lower than atmospheric pressure. This is because the alternate static source is typically located on the exterior of the aircraft, where the air pressure is lower due to altitude. The purpose of the alternate static source is to provide a reference for the aircraft's altimeter and airspeed indicator when the primary static source becomes blocked or unreliable. By using a lower pressure from the alternate static source, the instruments can accurately measure the aircraft's altitude and airspeed.Rate this question:
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- 34.
What Air Data Computer module converts pitot pressure input into a usable electrical signal?
- A.
Air data processor
- B.
Remote terminal module
- C.
Total transducer assembly
- D.
Static transducer assembly.
Correct Answer
C. Total transducer assemblyExplanation
The Total Transducer Assembly is responsible for converting the pitot pressure input into a usable electrical signal. This assembly measures both the pitot pressure and static pressure and then calculates the total pressure. It then converts this total pressure into an electrical signal that can be used by the Air Data Computer module. Therefore, the Total Transducer Assembly is the correct answer for this question.Rate this question:
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- 35.
A manual self-test of the Air Data Computer is inhibited if airspeed is
- A.
Greater than 50 knots
- B.
Greater than 70 knots.
- C.
Less than 50 knots
- D.
Less than 70 knots.
Correct Answer
B. Greater than 70 knots.Explanation
The manual self-test of the Air Data Computer is inhibited if the airspeed is greater than 70 knots. This means that the self-test cannot be performed when the aircraft is flying at a speed higher than 70 knots.Rate this question:
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- 36.
When the failure annunciator on the front panel of the Air Data Computer is reset, it shows
- A.
Solid black.
- B.
Solid white
- C.
Three black wedges on a white background
- D.
Three white wedges on a black background
Correct Answer
A. Solid black.Explanation
When the failure annunciator on the front panel of the Air Data Computer is reset, it shows solid black. This means that there are no current failures or malfunctions in the system. The solid black indication is a normal state and signifies that everything is functioning correctly.Rate this question:
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- 37.
Why does the Air Data Computer provide impact pressure to the stability augmentation system?
- A.
To determine when to activate the stall warning
- B.
To aid in calculations for accurate navigation.
- C.
For altitude and heading hold functions
- D.
For roll and yaw stability functions.
Correct Answer
D. For roll and yaw stability functions.Explanation
The Air Data Computer provides impact pressure to the stability augmentation system in order to assist with roll and yaw stability functions. This is because impact pressure is a crucial parameter for determining the aerodynamic forces acting on the aircraft, which directly affect its stability and control. By providing this information to the stability augmentation system, the Air Data Computer helps to ensure that the aircraft maintains its desired roll and yaw stability, enhancing the overall safety and performance of the flight.Rate this question:
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- 38.
The TTU–205 test set is capable of controlling and measuring
- A.
Time and distance.
- B.
Power and ground
- C.
Altitude and airspeed
- D.
Commands and displays.
Correct Answer
C. Altitude and airspeedExplanation
The TTU-205 test set is designed to control and measure altitude and airspeed. This means that it can accurately determine the height and speed of an aircraft during testing. It is likely equipped with sensors and instruments that can monitor and record these parameters. By controlling and measuring altitude and airspeed, the test set can help ensure that the aircraft is performing within the desired range and meeting the required specifications.Rate this question:
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- 39.
You must perform the AUTO EXERCISE test on the TTU–205 test set when power has been
- A.
On for more than one hour
- B.
Off for more than one hour.
- C.
On for more than a half hour.
- D.
Off for more than a half hour
Correct Answer
B. Off for more than one hour.Explanation
The correct answer is "off for more than one hour." This is because the question is asking when you should perform the AUTO EXERCISE test on the TTU-205 test set. The AUTO EXERCISE test should be performed when the power has been off for more than one hour.Rate this question:
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- 40.
For system stabilization, how long must the TTU–205 test set be allowed to warm-up?
- A.
One hour
- B.
Eight hours.
- C.
10 minutes.
- D.
30 minutes.
Correct Answer
C. 10 minutes.Explanation
The TTU-205 test set needs to be allowed to warm up for 10 minutes in order to stabilize the system. This warm-up period is necessary to ensure that the test set reaches its optimal operating temperature and is ready to perform accurate and reliable tests.Rate this question:
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- 41.
A density error on an altimeter can be corrected by adjusting the
- A.
Barometric scale on the front of the indicator
- B.
Barometric scale on the back of the indicator.
- C.
High-pressure scale on the front of the indicator
- D.
High-pressure scale on the back of the indicator
Correct Answer
A. Barometric scale on the front of the indicatorExplanation
A density error on an altimeter can be corrected by adjusting the barometric scale on the front of the indicator. The barometric scale on the front of the indicator is responsible for measuring the atmospheric pressure, which is used to determine the altitude. By adjusting this scale, the altimeter can accurately account for any density errors and provide a more precise reading of the altitude. Adjusting the barometric scale on the back of the indicator or the high-pressure scale on either the front or back of the indicator would not address the density error and may result in inaccurate altitude readings.Rate this question:
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- 42.
This rate of change represents the difference in pressure between the inside and outside of the vertical velocity indicator’s diaphragm.
- A.
Mach.
- B.
Altitude.
- C.
Airspeed.
- D.
Temperature.
Correct Answer
B. Altitude.Explanation
The rate of change mentioned in the question refers to the difference in pressure between the inside and outside of the vertical velocity indicator's diaphragm. This means that as the altitude changes, the pressure difference also changes, which affects the vertical velocity indicator. The other options, Mach, airspeed, and temperature, do not directly relate to the pressure difference inside the vertical velocity indicator's diaphragm.Rate this question:
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- 43.
The maximum allowable airspeed of an aircraft is lower
- A.
At higher altitudes
- B.
At lower altitudes
- C.
At true airspeed
- D.
At sea level.
Correct Answer
A. At higher altitudesExplanation
As an aircraft climbs to higher altitudes, the air density decreases. This decrease in air density affects the performance of the aircraft, particularly its ability to generate lift. In order to maintain a safe and stable flight, the maximum allowable airspeed of the aircraft is lower at higher altitudes. This is because the reduced air density reduces the amount of lift that can be generated by the wings, making it necessary to fly at a lower airspeed to maintain the same level of lift and control.Rate this question:
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- 44.
The aircraft’s altitude aneroid ensures accurate airspeed indicator operation regardless of
- A.
True airspeed
- B.
Density error
- C.
Temperature.
- D.
Mach.
Correct Answer
D. Mach.Explanation
The aircraft's altitude aneroid ensures accurate airspeed indicator operation regardless of Mach. The aneroid measures the altitude of the aircraft and adjusts the airspeed indicator accordingly. Mach is a dimensionless quantity that represents the ratio of the speed of an object to the speed of sound in the surrounding medium. By considering Mach, the aneroid can compensate for the changes in air density and temperature that occur at different altitudes, ensuring accurate airspeed indication.Rate this question:
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- 45.
What is the primary difference between indicated airspeed (IAS) and true airspeed (TAS)?
- A.
Density error.
- B.
Instrument error.
- C.
Installation error.
- D.
Differential error.
Correct Answer
A. Density error.Explanation
The primary difference between indicated airspeed (IAS) and true airspeed (TAS) is density error. Indicated airspeed (IAS) is the speed shown on the aircraft's airspeed indicator, which is calibrated to measure the dynamic pressure of the air. However, this measurement is affected by changes in air density, such as altitude or temperature variations. True airspeed (TAS), on the other hand, is the actual speed of the aircraft through the air, unaffected by density changes. Therefore, the difference between IAS and TAS is primarily caused by density error.Rate this question:
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- 46.
The sensing elements on an aircraft’s true airspeed indicator are surrounded by
- A.
Pitot pressure
- B.
Static pressure
- C.
Impact pressure
- D.
Methyl chloride gas
Correct Answer
B. Static pressureExplanation
The sensing elements on an aircraft's true airspeed indicator are surrounded by static pressure. Static pressure is the pressure exerted by the surrounding air at rest, and it is essential for accurate airspeed measurements. The static pressure is used to determine the altitude and vertical speed of the aircraft. By measuring the difference between the pitot pressure (dynamic pressure) and the static pressure, the true airspeed can be calculated. Therefore, the sensing elements need to be surrounded by static pressure to ensure accurate readings.Rate this question:
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- 47.
What condition causes an aircraft’s uncorrected airspeed indicator to read higher than it should?
- A.
Decreased temperature
- B.
Increased temperature
- C.
Decreased friction
- D.
Increased friction
Correct Answer
A. Decreased temperature -
- 48.
Each total air temperature probe contains these sensing elements
- A.
Two variable resistance-type
- B.
Three variable resistance-type.
- C.
Two variable capacitance-type
- D.
Three variable capacitance-type.
Correct Answer
A. Two variable resistance-typeExplanation
The correct answer is "Two variable resistance-type." This means that each total air temperature probe contains two sensing elements that are of the variable resistance-type. These sensing elements are used to measure the air temperature and provide accurate readings. The use of variable resistance-type sensing elements allows for precise measurements and ensures that the total air temperature is accurately recorded.Rate this question:
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- 49.
If a fault condition exists, the fault indicators on the front of the flight data acquisition unit turn solid
- A.
Red.
- B.
Black.
- C.
White.
- D.
Yellow.
Correct Answer
C. White.Explanation
The fault indicators on the flight data acquisition unit turning solid white indicates the presence of a fault condition. This color is commonly used in aviation systems to signify an abnormal or malfunctioning state. The solid white light serves as a clear visual signal to the flight crew that there is a problem that needs to be addressed.Rate this question:
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- 50.
The recording capacity of the flight data recorder system is
- A.
15 minutes
- B.
25 minutes
- C.
15 hours
- D.
25 hours
Correct Answer
D. 25 hoursExplanation
The flight data recorder system has a recording capacity of 25 hours. This means that it can continuously record and store data from the aircraft's instruments, communications, and other systems for up to 25 hours. This is important for accident investigations and maintenance purposes, as it allows investigators to access a comprehensive record of the aircraft's performance leading up to an incident or accident.Rate this question:
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