AOPA Pilot Magazine - January 2012 - 41

TEST PILOT ANSWERS from page 38
1. The airplane was so smooth and vibrationfree that instruments tended to stick, a problem solved by installing a doorbell mechanism on the panel to vibrate the instruments. Early Boeing jetliners had altimeter vibrators to prevent sticking. 2. True. Although never deployed, the Blohm & Voss 40 was equipped with a 20-mm cannon. After being towed aloft, it was to dive and swoop through Allied bomber formations and destroy what it could in the process. If a pilot were to survive such a mission, he would glide to a landing. 3. Aircraft engines operate at higher cylinderhead temperatures than do automotive engines. As a result, additives in automotive oil can form ash deposits in cylinders that can lead to hot spots, sticking valves, piston holes, and other problems. 4. Three degrees Celsius. This is determined by subtracting two degrees for each 1,000 feet of elevation from the standard temperature (at sea level) of 15 degrees. In other words, three degrees Celsius (or 38 degrees Fahrenheit) is the standard temperature for an altitude/elevation of 6,000 feet. 5. Not likely. Valeri Polyakov is a man. 6. d. VX increases and VY decreases such that they eventually become the same at the airplane’s absolute ceiling. 7. It is a Cessna 152 that has been converted to a taildragger and typically equipped with a more powerful, 150- or 160-hp engine. 8. c. Aircraft reaction (acceleration or G load) to a vertical gust increases as the load carried by each square foot of wing decreases. This is primarily why pilots of aircraft with different wing loadings report turbulence differently.

his month Twithcaught we up Roger

Capt. Roger Johnson - Commercial Pilot

One Pilot’s Solution for Strong Glare Outside and Dry Air Inside
eye drops to keep my eyes moist for the ight out and less irritated when looking into the perpetual sunset. Claroxan also helps when I return to LAX. I usually arrive right before sunrise, so my night vision has to be keen. There is heavy trafc coming into and out of LAX. So, it is important to be able to pick up visual trafc to orient myself for trafc pattern entry. One morning, returning to LAX after the long ight from HNL, I was cleared to land on runway 7L. On nal approach, I spotted an aircraft on the runway. It had been cleared for take off, but hadn’t started moving yet. As an airline pilot, you always look for options. I could go around, which would cost the airline unnecessary gas money and cause an unnecessary delay. Or, I could execute a sidestep maneuver and land on 7R. I advised the tower of the situation and asked if we could side-step and land on 7R. The controller okayed my suggestion and we landed safely and earlier than anticipated. This move saved 1,000 pounds of fuel and saved the passengers any undue delays. I have to say that taking Claroxan helped me pick up that aircraft on the runway much quicker, giving me more time to weigh my options and make a sound decision.

Roger Johnson has enjoyed a 25-year career as a captain with American Airlines. He has logged over 22,000 hours of ight time and is type rated in the Johnson, B-757 and B-767 airframes. Roger is an experienced also an AOPA member. The 57-yearpilot and long- old California resident has been using time Claroxan Claroxan™- the once daily tablet for vision improvement - for ve years, customer. and is thrilled with the results he has seen. In addition to Claroxan, he uses Optimis7 eye drops. Pacific Health recently spoke with Roger, and he shared his success using Claroxan. Aviation Medical Exams I started using Claroxan for peace of mind. I take my AME every six months to renew my rst class medical and continue to receive 20/20 on the vision portion, which astounds my examiner. He asks me how I do it and I say, “In addition to a healthy lifestyle, I take Claroxan daily.” On the Job I y the LAX - HNL (or surrounding islands) - LAX route. During the entire ight out to Hawaii, I endure “perpetual sunset,” which can be quite draining on the eyes. The cabin is kept at 7% humidity during the ight, which is dryer than the Sahara Desert. Fortunately, I have my Optimis7

Call

855.820.4055 or visit www.CLAROXAN.com to learn more.
Copyright ©2012 Pacic Health, Inc. All Rights Reserved. www.PacHealth.com

These statements have not been evaluated by the Food and Drug Administration. This product is not intended to diagnose, treat, cure, or prevent any disease. Customers in testimonials have been remunerated.

2 DAY FAA TEST PREP and FLIGHT INSTRUCTOR REFRESHER CLINICS

AVIATION SEMINARS
• PRIVATE, COMMERCIAL, INSTRUMENT AND CFII • PASS YOUR FAA EXAM THE FIRST TIME • 95% FIRST TIME PASS RATE • $429 - VISIT OUR WEBSITE FOR MORE DETAILS, DATES AND LOCATIONS • FREQUENT CLASSES HELD IN 100 MAJOR CITIES • FAA APPROVED FLIGHT INSTRUCTOR REFRESHER CLINICS - $189 • ATTEND UP TO 3 MONTHS PRIOR TO YOUR CURRENT CFI EXPRIATION • FREQUENT CLASSES HELD IN 100 MAJOR CITIES

Is it over for Commander Premiere Aircraft?
It would appear so. Commander Premiere Aircraft was evicted from its facility at the Cape Girardeau Regional Airport in Missouri, with its assets still in the building. A bankruptcy court will sell the assets. City officials claimed the struggling company owed more than $800,000 in back rent. Company founders aimed at a dream plane with a bigger engine, the one thing the Commander needed. At one point, they thought they had a buyer, a former European banker living in Canada. However, he was unable to find banks in Europe willing to lend the money for the completion of the sale.

Offering Airline Quality Ground Schools for Over 35 Years

• 800-257-9444 • http://www.aviationseminars.com/pilot •

AOPA PILOT • 41 • JANUARY 2012

http://www.CLAROXAN.com http://www.CLAROXAN.com http://www.PacHealth.com http://www.aviationseminars.com/pilot http://www.aviationseminars.com/pilot http://www.cubcrafters.com http://www.cubcrafters.com

AOPA Pilot Magazine - January 2012

Table of Contents for the Digital Edition of AOPA Pilot Magazine - January 2012