2A852 CDC Volume 3

The flight data recorder's underwater locator beacon is activated by water immersion. This means that when the flight data recorder comes into contact with water, the beacon is automatically activated. This is an important feature as it helps search and rescue teams locate the flight recorder in case of an accident or emergency situation.

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.

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.

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.

The highest priority warning that the ground proximity warning system gives is "Whoop-Whoop, Pull Up." This warning is used to alert pilots when the aircraft is in imminent danger of colliding with the ground and immediate action is required to avoid a potential crash. It is the most urgent and critical warning provided by the system to ensure the safety of the aircraft and its occupants.

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.

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.

The TEST switch on the caution/advisory panel is used to check for proper light bulb operation. By activating the TEST switch, the annunciators will illuminate to indicate whether the light bulbs are functioning correctly. This allows the pilot or maintenance personnel to identify any faulty bulbs and replace them if necessary. The TEST switch does not affect other aspects such as aircraft system operation, the master caution light, or the audible warning.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

The ground proximity warning system is active at altitudes from 50 to 2450 feet. This means that the system will provide warnings and alerts to the pilot when the aircraft is flying at altitudes within this range. It is important for the system to be active at these altitudes to help prevent accidents or collisions with the ground. Flying at lower altitudes increases the risk of encountering obstacles or terrain, so having the system operational in this range is crucial for the safety of the aircraft and its occupants.

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.

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.

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.

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.

Yellow caution/advisory warning lights indicate unsafe flight conditions and system failures. These lights are used to alert the pilot about potential issues that may affect the safety or performance of the aircraft. Yellow lights may indicate problems such as engine malfunctions, hydraulic failures, electrical issues, or other critical system failures. It is crucial for pilots to pay attention to these warnings and take appropriate actions to ensure the safety of the flight.

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.

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.

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.

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.

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.

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.

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.

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).

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.

Green caution/advisory warning lights indicate actuation and normal operation of aircraft equipment. These lights are used to inform the pilot that a specific system or equipment is functioning properly. They are not indicating any critical or emergency situation, but rather providing information about the normal functioning of the aircraft. Green lights are commonly used for systems such as landing gear, flaps, and other equipment that require monitoring during flight.

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.

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.

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.

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.

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.

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.

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.

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.

The stall warning computer produces a shaker signal if the aircraft's angle-of-attack (AOA) and the permissible AOA are equal to each other. This means that when the actual angle-of-attack matches the maximum allowable angle-of-attack, the stall warning computer will activate the shaker signal to warn the pilot of an impending stall.

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.