# CDC 2A354C Volume 2 F-16 Instrumentation And Flight Control Systems

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• 1.

### What flight environment pressure is sensed by small holes located on the sides of the pilot and air data probes

• A.

Pitot

• B.

Static

• C.

Impact

• D.

Differential

B. Static
Explanation
Small holes located on the sides of the pilot and air data probes sense the static pressure of the flight environment. Static pressure is the pressure exerted by the surrounding air and remains constant regardless of the aircraft's motion. It is used in various aircraft systems, such as the altimeter, airspeed indicator, and vertical speed indicator, to provide accurate measurements of the aircraft's altitude, airspeed, and rate of climb or descent.

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• 2.

### True angle-of-attack (AOA) is the angle between an aircraft's wing cord line and its

• A.

Attitude

• B.

Altitude

• C.

Flight path

• D.

Glide slope

C. Flight path
Explanation
The true angle-of-attack (AOA) is the angle between an aircraft's wing cord line and its flight path. This angle is important in determining the lift and drag forces acting on the aircraft. It is different from the aircraft's attitude, which refers to the orientation of the aircraft relative to the horizon, altitude, which is the height above sea level, and glide slope, which is the angle of descent during a landing approach.

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• 3.

### How many sources of pitot pressure (Pt) and static pressure (Ps) are routed by the pitot-static probe pneumatic system?

• A.

1

• B.

2

• C.

3

• D.

4

B. 2
Explanation
The pitot-static probe pneumatic system routes two sources of pressure: pitot pressure (Pt) and static pressure (Ps). These two pressures are essential for measuring airspeed and altitude. The pitot pressure is measured by the pitot tube, which is positioned facing the oncoming airflow to measure the dynamic pressure. The static pressure is measured by static ports, which are located perpendicular to the airflow to measure the atmospheric pressure. Together, these two pressures provide crucial information for accurate airspeed and altitude measurements.

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• 4.

### The pitot-static probe pneumatic system supplies air data to the central air data computer (CADC), airspeed mach indicator (AMI), altimeter, and

• A.

Flight control computer (FLCC)

• B.

Pneumatic sensor assembly (PSA)

• C.

Electronic component assembly (ECA)

• D.

Digital flight control computer (DFLCC)

B. Pneumatic sensor assembly (PSA)
Explanation
The correct answer is the pneumatic sensor assembly (PSA). The pitot-static probe pneumatic system is responsible for supplying air data to various components, including the central air data computer (CADC), airspeed mach indicator (AMI), altimeter, and flight control computer (FLCC). The pneumatic sensor assembly (PSA) is a crucial part of this system, as it consists of sensors that measure air pressure and provide accurate data to the other components. Without the PSA, the pitot-static probe pneumatic system would not be able to function properly and provide accurate air data to the aircraft's systems.

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• 5.

### What component(s) receive air data inputs from the air data probe pneumatic system?

• A.

Altimeter

• B.

Airspeed mach indicator (AMI)

• C.

Pneumatic sensor assembly (PSA)

• D.

PSA and central air data computer (CADC)

C. Pneumatic sensor assembly (PSA)
Explanation
The pneumatic sensor assembly (PSA) receives air data inputs from the air data probe pneumatic system.

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• 6.

### The angle of sideslip pneumatic system routes air data pressures to the

• A.

Differential pressure sensor (DPS)

• B.

Pneumatic sensor assembly (PSA)

• C.

Electronic component assembly (ECA)

• D.

Digital flight control computer (DFLCC)

A. Differential pressure sensor (DPS)
Explanation
The angle of sideslip pneumatic system routes air data pressures to the Differential pressure sensor (DPS). This sensor is responsible for measuring the difference in pressure between two points in the system. By measuring the difference in pressure caused by the sideslip angle, the DPS can provide information about the aircraft's lateral movement. This information is then used by the other components mentioned (Pneumatic sensor assembly, Electronic component assembly, and Digital flight control computer) to make necessary adjustments and ensure the aircraft maintains stable flight.

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• 7.

### How are central air data computer (CADC) analog output signals transferred to their final destination?

• A.

Via the A-multiplex (MUX) bus

• B.

Via the D-MUX bus

• C.

Via aircraft wiring

• D.

Via fiber optics

C. Via aircraft wiring
Explanation
The central air data computer (CADC) analog output signals are transferred to their final destination via aircraft wiring. This means that the signals are transmitted through the electrical wiring system of the aircraft to reach their intended destination.

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• 8.

### The pitot-static probe pneumatic system supplies the airspeed mach indicator (AMI) with

• A.

Sideslip (Ps)

• B.

Pitot pressure (Pt) only

• C.

Static pressure (P) only

• D.

Pt and static pressure (Ps)

D. Pt and static pressure (Ps)
Explanation
The pitot-static probe pneumatic system supplies the airspeed mach indicator (AMI) with pitot pressure (Pt) and static pressure (Ps). The pitot pressure, which is measured by the pitot tube, represents the dynamic pressure of the air flowing around the aircraft. The static pressure, on the other hand, is measured by static ports and represents the atmospheric pressure. By combining these two pressures, the AMI is able to accurately display the airspeed and mach number of the aircraft.

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• 9.

### One complete revolution of the altimeter's altitude dial equals

• A.

100 feet of altitude

• B.

1,000 feet of altitude

• C.

5,000 feet of altitude

• D.

10,000 feet of altitude

B. 1,000 feet of altitude
Explanation
The correct answer is 1,000 feet of altitude. This means that for every complete revolution of the altimeter's altitude dial, the altitude increases or decreases by 1,000 feet. This is a standard unit of measurement used in aviation to track changes in altitude during flight.

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• 10.

### What's the display range of the altimeter's altitude drum counter?

• A.

0 to 50,000 feet

• B.

0 to 80,000 feet

• C.

-1,000 to 50,000 feet

• D.

-1,000 to 80,000 feet

D. -1,000 to 80,000 feet
Explanation
The display range of the altimeter's altitude drum counter is from -1,000 to 80,000 feet. This means that the altimeter can display altitudes ranging from negative 1,000 feet to 80,000 feet.

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• 11.

### Why would a pilot adjust the altimeter to display pressure altitude?

• A.

To display altitude above terrain

• B.

To display altitude below sea level

• C.

To standardize aircraft altitudes for low-altitude air traffic control

• D.

To standardize aircraft altitudes for high-altitude air traffic control

D. To standardize aircraft altitudes for high-altitude air traffic control
Explanation
A pilot would adjust the altimeter to display pressure altitude in order to standardize aircraft altitudes for high-altitude air traffic control. This ensures that all aircraft are using the same reference point for altitude measurement, allowing for safe and efficient separation of aircraft at high altitudes. By standardizing altitudes, air traffic controllers can effectively manage the flow of air traffic and maintain safe distances between aircraft.

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• 12.

### Which component develops the vertical velocity indicator's (VVI) vertical velocity signal?

• A.

VVI

• B.

Flight control computer (FLCC)

• C.

Pneumatic sensor assembly (PSA)

• D.

D. Central air data computer (CADC)
Explanation
The correct answer is Central air data computer (CADC). The CADC is responsible for developing the vertical velocity indicator's (VVI) vertical velocity signal. The CADC collects and processes data from various sensors, including the pitot-static system, to calculate the aircraft's vertical velocity. This information is then sent to the VVI, which displays the vertical velocity to the pilot. The FLCC is responsible for controlling the aircraft's flight, not for developing the VVI's signal. The PSA is a pneumatic sensor assembly and does not directly develop the VVI's signal.

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• 13.

### The angle-of-attack (AOA) indicator is considered a

• A.

Back-up indicator

• B.

Vertical tape indicator

• C.

Self-contained indicator

• D.

Horizontal tape indicator

B. Vertical tape indicator
Explanation
The angle-of-attack (AOA) indicator is considered a vertical tape indicator because it displays the angle of attack information in a vertical format on a tape or bar graph. This type of indicator is commonly used in aircraft to provide pilots with a visual representation of the aircraft's angle of attack, which is the angle between the oncoming air and the aircraft's reference line. The vertical tape indicator allows pilots to quickly and easily interpret the angle of attack information, helping them maintain safe and efficient flight operations.

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• 14.

### What's the function of the angle-of-attack (AOA) indexer's lever control switch?

• A.

On/Off switch

• B.

Sector light intensity

• C.

Enables AOA logic circuits

• D.

Only used during takeoff and landing configurations

B. Sector light intensity
Explanation
The function of the angle-of-attack (AOA) indexer's lever control switch is to adjust the sector light intensity. This means that the switch controls the brightness or intensity of the sector lights on the AOA indexer. The sector lights provide visual indications to the pilot about the aircraft's angle of attack, helping them maintain the optimal angle for safe and efficient flight. By adjusting the sector light intensity, the pilot can customize the visibility of these indicators based on their preference and the lighting conditions in the cockpit.

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• 15.

### What's the crash survivable flight data recorder (CSFDR) system's prime component?

• A.

Seat data recorder (SDR)

• B.

Signal acquisition unit (SAU)

• C.

Crash survivable memory unit (CSMU)

• D.

Linear variable differential transformer (LVDT)

B. Signal acquisition unit (SAU)
Explanation
The crash survivable flight data recorder (CSFDR) system's prime component is the Signal acquisition unit (SAU). The SAU is responsible for collecting and recording various flight data parameters such as altitude, airspeed, heading, and engine performance. It is designed to withstand extreme conditions during a crash and ensure that the recorded data is preserved for analysis during accident investigations. The SAU plays a crucial role in providing valuable information about the aircraft's performance leading up to an accident, aiding in determining the cause of the crash and improving aviation safety.

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• 16.

### What data is only stored in the crash survivable flight data recorder (CSFDR)?

• A.

Type 1

• B.

Type 2

• C.

Type 3

• D.

Type 4

A. Type 1
Explanation
The data that is only stored in the crash survivable flight data recorder (CSFDR) is Type 1 data. This implies that the other types of data (Type 2, Type 3, and Type 4) are not exclusively stored in the CSFDR and may be stored in other devices or systems.

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• 17.

### How many dedicated sensors are utilized by the crash survivable flight data recorder (CSFDR) system?

• A.

5

• B.

6

• C.

7

• D.

8

C. 7
Explanation
The crash survivable flight data recorder (CSFDR) system utilizes 7 dedicated sensors. These sensors are designed to capture and record crucial flight data, such as altitude, airspeed, heading, vertical acceleration, and engine parameters. By having multiple sensors, the CSFDR system ensures redundancy and reliability in data collection, even in the event of a crash or other catastrophic event.

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• 18.

### Which crash survivable flight data recorder (CSFDR) system component utilizes a pendulous device?

• A.

Crash survivable memory unit (CSMU)

• B.

Axial accelerometer transmitter

• C.

Control surface position transducer

• D.

Engine power lever angle potentiometer

B. Axial accelerometer transmitter
Explanation
The axial accelerometer transmitter utilizes a pendulous device in the crash survivable flight data recorder (CSFDR) system. This device is responsible for measuring and transmitting the acceleration data in the axial direction. It is designed to withstand the impact forces during a crash and ensure that the recorded data is preserved for analysis.

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• 19.

### Which crash survivable flight data recorder (CSFDR) system control surface position transducer is notâ€‹ connected to an integrated servo-actuator (ISA)?

• A.

Rudder

• B.

Left flaperon only

• C.

Left horizontal tail

• D.

Right horizontal tail

A. Rudder
Explanation
The rudder is the correct answer because it is the only control surface position transducer that is not connected to an integrated servo-actuator (ISA). The left flaperon, left horizontal tail, and right horizontal tail are all connected to an ISA, but the rudder is not.

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• 20.

### What's crash survivable flight data recorder (CSFDR) type 1 data primarily used for?

• A.

Engine analysis

• B.

Mishap investigation

• C.

Individual aircraft tracking

• D.

Maintenance troubleshooting

B. Mishap investigation
Explanation
CSFDR type 1 data is primarily used for mishap investigation. This means that in the event of an aircraft accident or incident, the CSFDR type 1 data can provide crucial information and insights into what happened, helping investigators understand the causes and contributing factors of the mishap. This data can include flight parameters, cockpit voice recordings, and other relevant information that can aid in the investigation process.

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• 21.

### What predetermines the crash survivable flight data recorder (CSFDR) special event criteria?

• A.

Type 1 data

• B.

Baseline data

• C.

Crash survivable memory unit (CMSU) configuration

• D.

Signal acquisition unit operational flight program (SAU OFP)

D. Signal acquisition unit operational flight program (SAU OFP)
Explanation
The crash survivable flight data recorder (CSFDR) special event criteria is determined by the Signal acquisition unit operational flight program (SAU OFP). This program specifies the specific events or conditions that need to be recorded by the CSFDR during a flight. It determines what data is considered important and needs to be captured in order to analyze and understand the circumstances leading up to a crash. The SAU OFP ensures that the CSFDR is able to accurately record and store the necessary data for investigation purposes.

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• 22.

### Which crash survivable flight data recorder (CSFDR) type data is dubbed as individual aircraft tracking data?

• A.

1

• B.

2

• C.

3

• D.

4

B. 2
Explanation
The correct answer is 2. The crash survivable flight data recorder (CSFDR) type data that is dubbed as individual aircraft tracking data is typically the Aircraft Communications Addressing and Reporting System (ACARS) data. ACARS is a digital datalink system that allows aircraft to communicate with ground stations via satellite or radio frequency. It provides real-time information about the aircraft's position, altitude, speed, and other flight parameters, which can be used for individual aircraft tracking purposes.

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• 23.

• A.

1

• B.

2

• C.

3

• D.

4

C. 3
• 24.

### Which crash survivable flight data recorder (CSFDR) type data is used for engine analysis?

• A.

1

• B.

2

• C.

3

• D.

4

D. 4
Explanation
Crash survivable flight data recorders (CSFDR) are used to collect and store data during a flight, including information about the engines. Type 4 CSFDRs are specifically designed to record engine data, making them the correct choice for engine analysis.

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• 25.

### When does the seat data recorder (SDR) cease recording operations?

• A.

Upon flight control system (FLCS) shutdown

• B.

Upon a weight-on-wheels (WOW) condition

• C.

During digital backup operations

• D.

Upon autopilot engagement

B. Upon a weight-on-wheels (WOW) condition
Explanation
The seat data recorder (SDR) ceases recording operations upon a weight-on-wheels (WOW) condition. This means that when the aircraft is on the ground and the weight is supported by the wheels, the SDR stops recording. This is likely done to conserve storage space and battery power, as there is no need to record data when the aircraft is not in motion.

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• 26.

### What occurs if the maximum recording limit of the seat data recorder (SDR) is reached?

• A.

Data overwrite

• B.

SDR stops recording

• C.

A new SDR is installed

• D.

Overflow data is recorded to the crash survivable flight data recorder (CSFDR)

A. Data overwrite
Explanation
If the maximum recording limit of the seat data recorder (SDR) is reached, data overwrite will occur. This means that the oldest recorded data will be erased to make space for new data.

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• 27.

### The digital video recorder system records morse code three-letter ground station identification signals from which systen?

• A.

Stall warning system

• B.

Landing gear warning system

• C.

Identification friend or foe (IFF) system

• D.

D. Tactical air navigation (TACAN) system
Explanation
The digital video recorder system records morse code three-letter ground station identification signals from the Tactical Air Navigation (TACAN) system. TACAN is a navigation aid used by military aircraft to determine their position and obtain distance and bearing information from ground stations. The ground stations transmit identification signals in morse code, which are recorded by the digital video recorder system for later analysis and reference.

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• 28.

### Which digital video recorder system component contains sync generator, Built-In-Test (BIT), power supply, Automatic Gain Control (AGC), and automatic light control circuits?

• A.

Digital video recorder (DVR)

• B.

Airborne video taper recorder (AVTR) panel

• C.

Cockpit television sensor electronics unit (CTVS E/U)

• D.

Cockpit television sensor (CTVS) video sensor head (VSH)

C. Cockpit television sensor electronics unit (CTVS E/U)
Explanation
The cockpit television sensor electronics unit (CTVS E/U) contains various components such as a sync generator, Built-In-Test (BIT), power supply, Automatic Gain Control (AGC), and automatic light control circuits. These components are essential for the functioning of a digital video recorder system. The sync generator ensures synchronization of video signals, the BIT helps in diagnosing any faults or issues, the power supply provides the necessary power, the AGC maintains a consistent signal level, and the automatic light control circuits adjust the video recording based on the lighting conditions. Therefore, the CTVS E/U is the correct answer as it encompasses all these important components.

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• 29.

### Which digital video recorder system component controls the electrical power to the digital video recorder (DVR)?

• A.

Video SEL switch panel

• B.

Airborne video tape recorder (AVTR) panel

• C.

Cockpit television sensor electronics unit (CTVS E/U)

• D.

Cockpit television sensor (CTVS) video sensor head (VSH)

B. Airborne video tape recorder (AVTR) panel
Explanation
The correct answer is the Airborne video tape recorder (AVTR) panel. The AVTR panel controls the electrical power to the digital video recorder (DVR). It is responsible for turning the DVR on and off and managing its power supply. The other options listed are not related to controlling the power of the DVR. The Video SEL switch panel is used for selecting different video sources, the Cockpit television sensor electronics unit (CTVS E/U) is responsible for processing video signals, and the Cockpit television sensor (CTVS) video sensor head (VSH) is the sensor that captures the video.

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• 30.

### Daniel Bernoulli developed a theory on the relationship of fluid speed,

• A.

And pressure

• B.

Air, and pressure

• C.

Time, and pressure

• D.

Air pressure, and venturi

A. And pressure
• 31.

### As fluid passes through a venturi, pressure is

• A.

Equal throughout the venturi

• B.

Lowest where speed is the lowest

• C.

Lowest where speed is the highest

• D.

A product of fluid speed, time, and distance

C. Lowest where speed is the highest
Explanation
As fluid passes through a venturi, the cross-sectional area decreases, causing the fluid speed to increase according to the principle of continuity. According to Bernoulli's principle, as the fluid speed increases, the pressure decreases. Therefore, the pressure is lowest where the speed is the highest in a venturi.

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• 32.

### What force is created when pressure on the bottom of the airfoil is greater than on the top of the airfoil?

• A.

Lift

• B.

Drag

• C.

Speed

• D.

Thrust

A. Lift
Explanation
When the pressure on the bottom of the airfoil is greater than on the top, it creates a force called lift. Lift is the upward force that allows an aircraft to overcome gravity and stay airborne. This difference in pressure is caused by the shape of the airfoil, with the curved top surface creating lower pressure compared to the flatter bottom surface. The lift force is essential for the aircraft to generate upward motion and maintain flight.

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• 33.

### Angle-of-attack (AOA) is the angle between the aircraft's

• A.

Wings and the ground

• B.

Wings and flightpath

• C.

Flightpath and the ground

• D.

Flightpath and the horizon

B. Wings and flightpath
Explanation
The correct answer is "wings and flightpath". Angle-of-attack (AOA) refers to the angle between the aircraft's wings and the direction of its flightpath. It is an important parameter in aviation as it affects the lift and drag forces acting on the aircraft. By adjusting the AOA, pilots can control the aircraft's climb, descent, and maneuverability.

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• 34.

### As angle-of-attack (AOA) increases, pressure on top of the airfoil

• A.

Increases

• B.

Decreases

• C.

Enhances lift

• D.

Remains constant

B. Decreases
Explanation
As the angle-of-attack (AOA) increases, the pressure on top of the airfoil decreases. This is because at higher angles of attack, the airflow over the top surface of the airfoil becomes more turbulent, causing a decrease in pressure. This decrease in pressure helps to create lift by creating a pressure difference between the top and bottom surfaces of the airfoil. Therefore, as the AOA increases, the pressure on top of the airfoil decreases.

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• 35.

### At what degree do most airfoils enter a stall condition

• A.

10

• B.

20

• C.

30

• D.

40

B. 20
Explanation
Most airfoils enter a stall condition at a 20-degree angle. At this angle, the airflow over the airfoil becomes disrupted and separates from the surface, causing a loss of lift and an increase in drag. This stall condition is a critical aerodynamic phenomenon that pilots need to be aware of and manage to maintain control of the aircraft.

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• 36.

### An axis on an aircraft is an imaginary line that

• A.

Passes through the aircraft's mid section

• B.

Divides the aircraft in half from nose to tail

• C.

Passes through the aircraft's center of gravity

• D.

Divides the aircraft in half from wingtip to wingtip

C. Passes through the aircraft's center of gravity
Explanation
The axis on an aircraft that passes through the aircraft's center of gravity is important for maintaining stability during flight. The center of gravity is the point where the aircraft's weight is evenly distributed, and any movement or rotation around this axis will not cause an imbalance. This axis is crucial for controlling the aircraft's pitch and yaw motions. By passing through the center of gravity, it helps ensure that the aircraft remains balanced and stable in flight.

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• 37.

### The aircraft axis that runs from the nose to the tail is

• A.

Lateral

• B.

Vertical

• C.

Horizontal

• D.

Longitudinal

D. Longitudinal
Explanation
The correct answer is "longitudinal." This is because the axis that runs from the nose to the tail of an aircraft is known as the longitudinal axis. This axis is responsible for controlling the pitch of the aircraft, which is the up and down movement.

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• 38.

### Aircraft movement around the vertical axis is called

• A.

Roll

• B.

Dive

• C.

Yaw

• D.

Pitch

C. Yaw
Explanation
Aircraft movement around the vertical axis is called yaw. Yaw refers to the rotation of an aircraft around its vertical axis, causing the nose of the aircraft to move left or right. This movement is controlled by the rudder, which is used to maintain directional stability and control the aircraft's heading. Roll refers to the rotation of an aircraft around its longitudinal axis, pitch refers to the rotation around its lateral axis, and dive refers to a downward movement of the aircraft.

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• 39.

### Aircraft pitch is referenced from

• A.

The nose

• B.

Either wingtip

• C.

The left wingtip

• D.

The right wingtip

A. The nose
Explanation
Aircraft pitch refers to the rotation of the aircraft along its lateral axis, causing the nose to move up or down. It is measured by referencing the nose of the aircraft as the point of measurement. This means that the pitch angle is determined based on the movement of the nose, regardless of the position of the wingtips.

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• 40.

### Connecting hydraulic actuators in line with the control stick and rudder pedals eliminated the need for pilots to use force to control surface movement. This feature is known as

• A.

Artificial feel

• B.

Artificial resistance

• C.

Control augmentation

• D.

Stability augmentation

C. Control augmentation
Explanation
Connecting hydraulic actuators in line with the control stick and rudder pedals allows the pilots to control the movement of the surfaces without having to exert physical force. This means that the control inputs from the pilots are transmitted directly to the hydraulic actuators, which then move the surfaces accordingly. This feature, known as control augmentation, enhances the control capabilities of the pilots by eliminating the need for them to use force to control surface movement.

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• 41.

### Artificial feel was incorporated into the flight control system to

• A.

Provide stability augmentation

• B.

Smooth out and control the angle of surface movement according to airspeed

• C.

Eliminate the need for force when controlling flight control surface movement

• D.

Keep the controls from being over controlled or accidentally jarred by the pilot

D. Keep the controls from being over controlled or accidentally jarred by the pilot
Explanation
The artificial feel was incorporated into the flight control system to prevent the controls from being over controlled or accidentally jarred by the pilot. This means that the artificial feel helps to provide resistance or feedback to the pilot's inputs, ensuring that they do not make sudden or excessive movements that could potentially destabilize the aircraft. By doing so, it helps to maintain the stability and control of the flight control surfaces, ensuring smooth and controlled movement according to the airspeed.

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• 42.

### The use of accelerometers and gyros to smooth out flight control inputs and to automatically adjust the flight control surfaces for turbulance is known as

• A.

Flight augmentation

• B.

Direct augmentation

• C.

Control augmentation

• D.

Stability augmentation

D. Stability augmentation
Explanation
Stability augmentation refers to the use of accelerometers and gyros to improve the stability of an aircraft. By continuously monitoring the aircraft's movement and making adjustments to the flight control surfaces, stability augmentation helps to smooth out flight control inputs and compensate for turbulence. This technology enhances the overall stability and control of the aircraft, making it easier for the pilot to fly and reducing the risk of accidents.

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• 43.

### Command augmentation refers to

• A.

Control augmentation only

• B.

Stability augmentation only

• C.

Control and stability augmentation

• D.

Control, stability, and flight augmentation

C. Control and stability augmentation
Explanation
Command augmentation refers to the enhancement of both control and stability of an aircraft. It involves the use of various systems and technologies to improve the aircraft's handling characteristics and responsiveness to pilot inputs. By augmenting both control and stability, the aircraft becomes more maneuverable and easier to control, allowing for safer and more efficient flight operations. This can be achieved through the use of flight control systems, autopilots, and other technologies that assist the pilot in controlling the aircraft.

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• 44.

### On the F-16 what is the principal component of the flight control system?

• A.

Electronic component assembly (ECA)

• B.

Flight control computer (FLCC)

• C.

Flight control panel (FLCP)

• D.

Manual trim panel (MTP)

B. Flight control computer (FLCC)
Explanation
The principal component of the flight control system on the F-16 is the Flight Control Computer (FLCC). This computer is responsible for processing and interpreting inputs from the pilot and other systems, and then sending commands to the various control surfaces of the aircraft to maneuver and control its flight. The FLCC plays a crucial role in ensuring the stability and control of the aircraft during flight.

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• 45.

### The F-16 electronic component assembly (ECA) uses the angle of sideslip differential pressure sensor signal to compensate for

• A.

Both angle of attack (AOA) transmitter probes

• B.

AOA output by the pneunatic sensor assembly

• C.

The right AOA transmitter probe

• D.

The left AOA transmitter probe

B. AOA output by the pneunatic sensor assembly
Explanation
The F-16 electronic component assembly (ECA) uses the angle of sideslip differential pressure sensor signal to compensate for the AOA output by the pneumatic sensor assembly. This means that the ECA uses the information from the angle of sideslip differential pressure sensor to adjust or correct the angle of attack (AOA) output provided by the pneumatic sensor assembly. The AOA output from the pneumatic sensor assembly may not be completely accurate, so the ECA uses the angle of sideslip differential pressure sensor signal to make necessary adjustments and ensure more reliable AOA measurements.

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• 46.

### If the landing gear handle is up and standby gains are selected, the F-16 leading edge flaps drive to

• A.

-2 degrees

• B.

0 degrees

• C.

15 degrees

• D.

25 degrees

B. 0 degrees
Explanation
When the landing gear handle is up and standby gains are selected in the F-16, the leading edge flaps drive to 0 degrees. This means that the flaps are in a neutral position, not extended or retracted. This position is typically used during normal flight when the landing gear is up.

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• 47.

### On F-16s, to reset an integrated servoactuator (ISA) failure, you must select the SERVO position of the servo electric reset swich and simultaneously depress the

• A.

MAL/IND switch

• B.

MASTER CAUTION light

• C.

Appropriate servo arm switch

• D.

Flight control system (FLCS) CAUTION/RESET switch

D. Flight control system (FLCS) CAUTION/RESET switch
Explanation
To reset an integrated servoactuator (ISA) failure on F-16s, the correct action is to select the SERVO position of the servo electric reset switch and simultaneously depress the flight control system (FLCS) CAUTION/RESET switch. This action will reset the ISA and resolve the failure.

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• 48.

### If there's a second electronic failure in a given axis, what indication is there on the F-16 flight control panel (FLCP)?

• A.

DUAL FC FAIL light illuminates

• B.

The light for the applicable axis (P,R, or Y) will illuminate

• C.

The light for the applicable axis (P, R, or Y) will illuminate along with the flight control system (FLCS) caution light

• D.

The light for the applicable axis (P,R, or Y) will illuminate along with the MASTER CAUTION light

A. DUAL FC FAIL light illuminates
Explanation
If there is a second electronic failure in a given axis, the DUAL FC FAIL light on the F-16 flight control panel will illuminate. This indicates that there are two failures in the flight control system for that axis.

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• 49.

### If the F-16 flight control panel (FLCP) self-test control switch is in TEST, it can be switched off automatically

• A.

At any time

• B.

Only when weight is on wheels

• C.

Only when power is provided to the aircraft

• D.

Whenever power is removed from the aircraft or when weight is off the main landing gear

D. Whenever power is removed from the aircraft or when weight is off the main landing gear
Explanation
The F-16 flight control panel (FLCP) self-test control switch can be switched off automatically whenever power is removed from the aircraft or when weight is off the main landing gear. This means that if there is no power to the aircraft or if the weight is not on the main landing gear, the switch will turn off.

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• 50.

### The F-16 flight control system (FLCS) self-test can be performed

• A.

While the aircraft is in flight

• B.

Only when weight is on wheels

• C.

Only when weight is off wheels

• D.

Anytime the self-control switch is placed to TEST

B. Only when weight is on wheels
Explanation
The F-16 flight control system (FLCS) self-test can only be performed when weight is on the wheels. This is because the self-test involves checking the functionality of the control system while the aircraft is in a normal operating condition, which includes having the weight of the aircraft supported by the wheels. Performing the self-test when weight is off the wheels may not accurately reflect the performance of the control system in actual flight conditions.

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• Current Version
• Mar 21, 2023
Quiz Edited by
ProProfs Editorial Team
• Apr 04, 2014
Quiz Created by
Warthog93

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