Tips for the Commercial Check ride?

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07-20-2013, 08:32 AM

#11

Yazzoo

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Joined APC: May 2011

Position: E175, Left

Posts: 272

NAIL that Power-Off 180

08-06-2013, 06:56 PM

#12

sjpatel

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Joined APC: Jun 2013

Posts: 6

yup commerical commercial commerical

08-19-2013, 10:36 AM

#13

Multicomm

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Joined APC: Jul 2013

Position: CRJ200 FO

Posts: 9

[quote]Be familiar with all airports in your (the checkride) area.[\quote]

Yes, I know of someone that had to do the expected divert but did not expect that the examiner would take them all the way to the airport and expect them to land at said airport. The student did not know the frequencies nor did he look up the A/FD. He entered the pattern wrong at an airport with restricted areas and terrian nearby. The examiner failed him.

09-01-2013, 09:37 AM

#14

onofre

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Joined APC: Apr 2013

Posts: 10

Definitely know what's in the PTS, the examiner can't stray far from it.

09-10-2013, 09:10 AM

#15

FLYZERG

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Joined APC: Oct 2012

Posts: 241

Quote:

Originally Posted by Hawker445

I know the examiner will ask about 91, 119, maybe 121 and 135 stuff.

being able to explain the XC FPL in detail, complex aircraft systems yadi yada

anything else?

There shouldn't be a whole lot of these type of questions, maybe a few basics but if he starts going in depth then he might as well just break out the ruler.

02-25-2014, 08:33 PM

#16

Goldenflight

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Joined APC: May 2013

Position: PA28 & C182 PIC

Posts: 16

I am starting my COMM. training.

I have just now started my commercial training after getting my 200 hours. I have an extra question. I have a PA28 that I purchased after working at a restaurant at the local airport, but it is not complex. I was wandering if I could get my com multi in the Cessna 310 initial then add on my com. single in my aircraft? Would that count for my complex if I do both check-rides at the same time? Thank you for all the posts before!

And any tricks with the power-offs 180s in a PA28-160? I did most of my training in a 1959 C182 and always landed with power and it would glide like crazy. now this plane just drops.

02-27-2014, 04:06 PM

#17

Temocil27

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Joined APC: Dec 2012

Position: B767

Posts: 425

Quote:

Originally Posted by Goldenflight

Yes that is acceptable. You can do the check rides back to back on the same day if you want. As for a power off 180 in a cherokee, just turn towards the runway right away when the power gets cut. Do enough of them and you'll get a feel for your descent rate versus distance to the runway on base. If you're high, point away from the runway a bit. If you're lower than you want to be, cut it towards your aiming point on the runway. Use everything at your disposal to make your touchdown point- forward slip, ground effect, extending or delaying the extension of flaps for drag. Remember you're examiner is bound by the PTS. If you're not feeling like you will make your touchdown within PTS standards GO AROUND. As long as you don't consistently exceed PTS you'll be fine.

02-27-2014, 04:55 PM

#18

Yoda2

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Posts: 834

Help get things off on the right foot by providing the examiner with a proper/professional safety briefing. And to the poster mentioning the Cherokee; those with the Hershey Bar wings will fly/glide differently than those equipped with the tapered wings, so try not to get in a situation where you would, for instance, practice your power off 180's in one type then take the exam in the other...

03-08-2014, 07:27 AM

#19

caliboy60

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Joined APC: Feb 2014

Posts: 15

Also remember with a failed engine energy management is key sometimes you might want to decrease your AOA(pitch down a few degrees) and increase airflow over the wings this will give you excess lift to play with.

03-08-2014, 10:30 AM

#20

JamesNoBrakes

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Joined APC: Nov 2011

Position: Volleyball Player

Posts: 3,982

Quote:

Originally Posted by Goldenflight

To add to what's already been said, the point of this maneuver is essentially an accuracy touchdown, not to fly best-glide speed and maximize glide distance. You do that ONLY if it's necessary, but again, it's not the point of the maneuver. If you try to maximize glide distance, especially in the opposite direction you want to be going (downwind vs. final approach) you can easily end up screwed and out of options.