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

The F-16 magnetic compass displays aircraft heading with respect to magnetic North. This means that the compass needle points towards the Earth's magnetic North pole, which is different from the geographic North pole. Magnetic North is the direction towards which a compass needle points, and it is influenced by the Earth's magnetic field. Therefore, the correct answer is North.

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.

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.

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.

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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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.

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.

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.

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.

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.

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.

The most accurate and preferred navigation solution on the F-16 EGI is GPS/INS. This combination of both the Global Positioning System (GPS) and Inertial Navigation System (INS) provides the pilot with the highest level of accuracy and reliability in determining the aircraft's position and navigating to a destination. GPS provides precise global positioning information, while INS uses accelerometers and gyroscopes to continuously track the aircraft's movement. By combining the strengths of both systems, the GPS/INS solution offers the best navigation capabilities for the pilot.

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.

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.

The condition that is not a requirement for the digital flight control panel's built-in test (BIT) switch to electrically hold in the BIT position is "Engine operating". This means that even if the engine is not operating, the BIT switch can still be held in the BIT position.

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.

Gain scheduling refers to the adjustment of control surface movement based on the amount of pressure applied to the side-stick or rudder pedals. It allows for a variable response from the control surfaces based on the pilot's input, providing a more precise and adaptable control system. This ensures that the aircraft responds appropriately to different flight conditions and pilot inputs, enhancing safety and maneuverability.

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.

The F-16 rate gyro assemblies become unique only when connected to aircraft wiring because it is the wiring that provides the necessary electrical connections and signals for the gyros to function properly. Without the aircraft wiring, the gyros would not be able to receive or transmit the necessary information, making them ineffective. Therefore, the gyros only become unique and functional when connected to the specific wiring system of the aircraft.

The left indicators display the indication for hydraulic system A, while the right indicators display the indication for hydraulic system B.

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.

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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The F-16 digital flight control panel's RUN/FAIL lamp is only used during built-in test (BIT) operation. This means that the lamp is specifically designed to indicate any failures or malfunctions that occur during the self-diagnostic test of the aircraft's systems. It serves as a visual indicator for the pilot to identify any issues that need to be addressed before or during flight.

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.

If an F-16 experienced a "runaway trim" condition, the TRIM/AP DISC switch would be used. This switch is responsible for controlling the trim function and can be used to manually adjust the trim settings. By activating this switch, the pilot can regain control over the trim and correct any issues caused by the runaway trim condition.

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.

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.

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.

The F-16 has seven internal fuel tanks.

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.

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.

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.

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.

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.

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.

The F-16 rudder moves automatically during coordinated turns as a function of the aileron rudder interconnect (ARI). The ARI system is designed to coordinate the movement of the ailerons and rudder, ensuring that the aircraft maintains balanced and coordinated turns. As the pilot inputs aileron commands to roll the aircraft, the ARI system automatically adjusts the rudder to counteract any adverse yaw, keeping the aircraft in a coordinated turn. This helps to maintain stability and control during maneuvering.

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.

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.

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.

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.

If the F-16 embedded global positioning system/inertial navigation system (EGI) does not have GPS almanac data, satellite acquisition can take up to 90 minutes. This means that it can take a maximum of 90 minutes for the EGI to establish a connection with the GPS satellites and obtain the necessary data for navigation.

The F-1 tank is smaller than the one found on a C-model.

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.

The range of motion for the F-16 side-stick is 1/4 inch in any direction. This means that the side-stick can be moved a maximum of 1/4 inch in any direction to control the aircraft. This limited range allows for precise and controlled movements of the side-stick, enabling the pilot to maneuver the F-16 effectively and accurately.

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.

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.

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.

When the pitch altitude hold is engaged, the selected roll autopilot mode will engage. This means that the roll autopilot mode will only be activated if the pitch altitude hold is already engaged.