By Leslie Caubble, CFI/IGI
My checkrides have always had at least one element of surprise to them. On my Commercial checkride, this happened during the oral exam. Friends and fellow pilots who had gone before me and passed their commercial checkrides all commented that the commercial checkride was the easiest regarding the oral exam and the practical (flying) portion.
They all advised to study up on the privileges and limitations of operating as a commercial pilot, but other than that subject, it was like a “private pilot checkride on steroids.” My oral exam that day got off to a good start, and I felt confident that I was answering each question correctly. About halfway through the conversation, the examiner started asking about the pitot-static system.
Not only did he ask about the system, its operation, and the related instruments that rely on the system, but asked about all the different blockages and errors a pilot could encounter. I had not studied this in preparation for the commercial oral exam, and to be honest, hadn’t refreshed the subject since my instrument training. In fact, the line of questioning on this subject went deeper than my instrument oral exam!
The FAA isn’t out to get you on your checkride. The knowledge, risk management, and skill elements we’re responsible for are clearly spelled out in the Airman Certification Standards. I had just failed to take some of those elements seriously in my preparation. I tell this precautionary tale, so you aren’t caught off guard like I was. I passed on the first attempt, but it was a great reminder how thorough we need to be in our checkride preparation.
Here are 10 questions you may encounter on your commercial pilot oral exam:
1. What is the Maximum Elevation Figure (MEF) on a sectional chart, and how is it calculated?
The MEF represents the highest terrain or obstacle within a quadrant, rounded to the nearest 100 feet. Under VFR, the MEF guarantees 100’ obstacle/terrain clearance within that quadrant.
2. If ailerons affect the longitudinal axis of the plane, then how do they turn the plane?
Ailerons control the roll of the plane by turning around its longitudinal axis. Ailerons (“little wings” in French) are like smaller wings attached to the trailing edges of the main wings. When the aileron is deflected up on one side, lift is decreased on that wing. At the same time, the opposite aileron is lowered, thus increasing lift on that wing, causing the plane to roll.
3. What are the V speeds on your aircraft, and which ones change with weight?
You were probably asked to recite from memory the V speeds of your aircraft on your private pilot checkride. Don’t forget to commit them to memory for your commercial oral exam as well. VA is the aircraft’s design maneuvering speed, which changes with the aircraft’s weight. VA decreases as weight decreases, and it increases as the weight increases
4. What is the stall speed for your aircraft in a 45 Degree bank? Why does it increase from a 0 Degree bank?
The specific stall speeds at various bank angles can be found in your Pilot’s Operating Handbook (POH), where you’ll find a chart showing the increased stall speed with increased bank angle. The importance of this question isn’t so much knowing the speeds themselves, but what’s happening aerodynamically. As the bank increases, it requires more lift to maintain altitude in the turn because of increased load factor, so the pilot pulls back on the yoke, increasing the angle of attack. The steeper the bank angle, the greater the load factor, the greater the angle of attack needed to maintain lift at that same altitude. Pretty soon, you’ll reach the critical angle of attack and experience a stall.
5. What are the different types of fog?
6. What is the regulation concerning alcohol use for the pilot in command? For your passengers?
FAR 91.17 states no person may act as crewmember within 8 hours of consuming alcohol, under the influence of alcohol, or having a blood alcohol concentration of 0.04% of greater. No pilot may carry passengers who appear intoxicated or under the influence of drugs, except in the case of emergency.
7. You hold a commercial pilot certificate and work your local flight school. The flight school does not hold a Part 135 certificate. The Chief CFI asks you to fly a local celebrity 100 miles away for an event. Can you accept the flight?
No. This would be a wet lease because the flight school is providing both the aircraft and the crewmember. This flight would need to be operated under a Part 135 certificate to be compliant.
8. What altitude does Class A airspace extend to?
The common response is 60,000’ MSL. Technically, it’s FL600. Above 18,000’ MSL all aircraft set their altimeters to the standard pressure of 29.92. Pressure changes can cause 60,000’ MSL to fluctuate, so aircraft use the standard pressure setting.
9. You are at 8,000’ MSL and climbing at 85kt. You encounter icing, and your pitot tube completely ices over, but your static port remains open. You continue your climb at 85kt indicated. What will your aircraft actually be flying?
Because static pressure is now trapped in the iced-over pitot tube, and is greater than the static air pressure, your airspeed indicator starts to speed up. So, you’re now flying slower than indicated.
10. What is a non-movement area, and what does the boundary marking look like? Do you need a taxi clearance from ground control in this area?
A non-movement area at a towered airport is the part of the ramp or taxi area not directly controlled by ATC. This means you don’t have to contact ground control or get a clearance to taxi within that area. The non-movement/movement area boundary marking is two yellow lines, one solid and one dashed. Always refer to the taxiway or airport diagram when taxiing. Also, a good practice is to call ahead to the control tower or FBO of an unfamiliar airport to see if there are local procedures to be aware of. In my experience, some towers would like pilots to monitor the ground control frequency even though it’s not required.
-There are many more possible questions you could be asked on your commercial oral exam. To best prepare, follow the Airman Certification Standards line by line to make sure you’re studying all the Knowledge and Risk Management elements. Another great resource is ASA’s Commercial Pilot Oral Exam Guide. The book lists questions most likely asked by examiners during a commercial pilot checkride.
Good luck on your checkride!
By Leslie Caubble, CFI/IGI
Northstar Aviation References brings you the Pre-Tabbed ASA FAR/AIM, DIY tabs for your FAR/AIM and other pilot resources so that you can more easily study the regulations that form the foundation of your flying career or hobby. Have any questions? Check out our FAQs page or contact us. Check out other blog posts here.